Backtrack Volume 36 (2022)
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School class 4-4-0 Maunsell V |
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Ship to shore. Michael Blakemoor. 3
Editorial
Skyfall. Gavin Morrison. 4-6
Colour photo-feature of trains in snow: Class 5 4-6-0 No. 44727 on
a freight leaving Hellified for Skipton on 26 January 1963; A3 Pacific No,
60073 St. Gatien on up Waverley near Dent on 26 January 1963;
Class 47 No. 47 002 near Diggle with 10.05 Liverpool to Newcastle express
on 9 February 1983; heritage Class 5 No. 4505 on Glenfinnan Viadut on outward
excursioon on 29 March 1963; Fort William depot on 29 March 1987 with Class
37 No. 37 412 Loch Lomond and another two of class and three class
20 including Nos. 20 201 nd 20 206; Pacer forming 12.35 Wakefield We stgate
to Huddersfield service on 8 January 2010 in light snow; HST on late running
St. Pancras to Sheffield service at Clay Cross Juncton on 9 February 1991
with train picking up snow; Class 158 in red livery near Slaithwaite on 29
December 2000 looking toward Bolster Moor.
Tony Robinson. Forgotten branches of North East Wales. Part 5. The
Mold to Brymbo line. 8-11.
Illustratins: Mold Tryddyn Junction signal box; map; coal tank 0-6-2T
on short freight train which included two Cann el Oil tank wagons at Llanfynydd
station during WW1?; Coed Talon station with crown waiting to join train
c1910; coal tank 0-6-2T on short freight train which included wagon loaded
with scrap metal for furnaces at Brybo; 4F 0-6-0 with single LNWR coach at
Brymbo with train for Mold in May 1949 (E.S. Russell); Ffrith viaduct after
track had been lifted with SLS party inspecting it on foot (J. Peden); 8F
No. 48665 on train of empty mineral wagons [passing site of Brymbo station
on 22 March 1966 (G. Kent).
David Joy. The Earl and the Honourable Lady: the nobility and the
railways of Huddersfield, 12-20.
David Joy is the author of Piercing
the Pennines (Great Northern, 2021) which covers both the railway
and canal tunnels under Standedge in greater detail. Illustrations: grand
facade of HuddersfieLd station with statue of Sir Robert Peel in front removed
in 1949 and replaced fifty years later by one of Harold Wilson; facade viewed
from west end with horse drawn cabs in attendance; former Crosti boilered
9F 2-10-0 approaching one of original standedge Tunnels with freight with
Huddersfield Canal in foreground in June 1966 (Gavin Morrison: colour); Clss
50 No. 50020 Revenge on a special from Bristol to Skipton crossing
Paddoick Viaduct (Gavin Morrison: colour); Class 5 No. 45421 on a Holmfirth
to Blackpool special in August 1953 (T.J. Edgington Collection); Jubilee
4-6-0 No. 45558 Manitoba on local train to Manchester in May 1959
(Gavin Morrison); Class 37/0 Nos. 37 252 and 37 221 crossing Lockwood Viaduct
with a Bristol to Skipton excursion on 13 October 1979 (Gavin Morrison);
begrimed class 5 4-6-0 No. 45437 on return excursion from Manchester and
Class 110 Calder Valley diesel multiple unit leaving Huddersfield in 1965
with LNWR,LYR warehouse behind (colour); B1 No. 61230 on a Bradford to
Bournemouth at Lockwood in July 1959 (Gavin Morrison); 2-6-4T No. 42650 on
passenger train at Holmfirth Tudor-style terminus in September 1959 (Gavin
Morrison); Kirkburton terminus; Prince of Wales 4-6-0 No. 5716 arriving at
Huddersfield from Manchester; Huddersfield station after extensions with
LYR 2-4-2T and LNWR coaches; Pacer spoiling style of Huddersfield station
looking towards George Loch new town in 2003 (Gavin Morrison)
Jeffrey Wells. Aspects of the Manchester & Leeds
Railway, Part two. 21-5.
Opening of line between Normanton and Hebden Bridge, leaving the difficult
stretch which included the Summit and Charlestown Tunnels unopened.
Illustrations: Todmorden Viaduct (drawing by A.F. Tait); 2-4-2T shunting
coal wagon in Todmorden station c1905; Gauxholme skew bridge over Rochdale
Canal; Eastwood station; east portal of Weasel Tunnel c1951; Hebden Bridge
station frontage iin 1964 (Eric Blakey); Luddendenfoot station in LYR period;
Sowerby Bridge station with slotted post signal and horse drawn passenger
cabs awaiting trade; Aspinall 0-8-0 No. 12574 with Belpaire firebox leaving
Luddendenfoot for Hebden Bridge on a stopping train. See
also letter from Keith Crowther on page 254
Barry Taylor. A day at the races: LMS traffic arrangements for the
Meeting at Towcester on Whit Monday 1939. 26-30.
Text based on Special Traffic Notice ERO 19102 for the period 27 May
to 2 June 1939. Illustrations: Prince of Wales 4-6-0 No. 5630 W.M.
Thackeray on a freight passes Towcester station on 9 August 1933; Webb
2-4-2T No. 46666 known a s "four sixex" crosses Grand Union Canal arriving
Blisworth from Northampton with push & pull train from Northampton (R.K.
Blencowe); Blisworth station (to show complexity of movements onto SMJ thereat);
sandwich motor train with Webb 2-4-2T in middle and LNWR low-roofed brake
thirds at either end on Leamington to Towcester race meeting dat (L. Hanson);
Towcesteer station on 9 October 1958 M. Mitchell);
'Kingfisher in flight'. Alan Reeve. 31.
Colour photo-feature: A4 No. 60024 Kingfisher at three locations:
leaving Forfar for Aberdeen on a three-hour express in August 1966; passing
Glamis closed station, and at Forfar in July 1966. Caption notes that on
13 September hauled 17.15 from Aberdeen to Glasgow and returned following
morning on 08.25 ex-Buchanan Street.
School ties. 32-5.
Colour photo-feature of Maunsell V class 4-4-0 with private school
names (all in lined green livery and with single chimney and from Dave Cobbe
Collection unless stated otherwise): No. 30902 Wellington on Brighton
shed with driver oiling motion whilst surrounded by ash on 7 May 1960; No.
30926 Repton in lined black livery with train mainly in carmine &
cream near Shortlands Junction with Kent Coast express in October 1958; No.
30926 Repton in lined green livery at Tattenham Corner station with
Royal Train on Derby Day 8 June 1962; No. 30924 Haileybury with
Lemaître chimney and in lined green livery on Ashford shed on 4 June
1961; No. 30930 Radley in workshop at Bricklayers Arms depot on 6
September 1961; No. 30910 Merchant Taylors in dirty black livery at
Faversham in 1959 (Marcus Eavis); No. 30915 Brighton at Brighton station
waiting for next duty in 1959 (Marcus Eavis); No. 30927 Clifton in
lined black livery with train from Hastings formed of Hastings gauge stock
in green, crimson and crimson & cream liveries in June 1957; and No.
30929 Malvern with Lemaître chimney on up express waiting right-away
from guard at Paddock Wood station in June 1959
David Hirst. The 1848 engine drivers' dispute in the newspapers.
36-41.
Article reprinted from LNWR Society Journal, 2021, 10
(1) June, Illustrations: London & Birmingham passenger train of 1845
(painting by C. Hamilton Ellis: colour); Liverpool & Manchester Rilway
goods train of 1830s (LNWR post card); Richard Creed, LNWR Company Secretary
(portrait); Railway Tavern in Chalk Farm where drivers held their meetings
(1939 photograph); Bury 2-2-0 No. 96 in 1847; Curzon Street station, Birmingham
(LNWR colour post card); Southern Division Long Boiler 4-2-0 No. 189 at Curzon
Street station; McConnell Large Bloomer No. 887 Knowsley; The Train
Now Departing coloured cover of LMS publication illustrating typical
London & Birmingham train.
In the East Midlands with JSG. John Spencer Gilks. 42-3.
Black & white photo-feature: BR Class 4 4-6-0 No. 75059 running
into Ketton and Collyweston station with a Leicester and Nottingham holiday
train to Gorleston-on-Sea holiday express on 31 May 1962; London, Tilbury
& Southend Railway 79 class 4-4-2T No. 41975 at Uppingham LNWR Cbranch
from Seaton with single coach in July 1959; Ivatt Class 2 2-6-2T No. 41227
at Stamford Town with push & pull from Seaton on 16 September 1964; B1
4-6-0 No. 61141 on Leicester Belgrave Road to Skegness holiday service calling
at normally closed to passengers on 18 July 1959; Stanier 2-6-4T No. 42446
calling at Kelmarsh (still with LMS bullseye running-in board with 13.44
Northampton to Market Harborough on 5 July 1958; Fairburn 2-6-4T No. 42137
drawing into Saxby with 08.40 Nottingham to King's Lynn on 8 November
1958.
Bruce Laws. Ipswich: a hub for Suffolk railways. Part Two. 44-50.
Part one see previous Volume page XXX. This part begins with an
examination of some of the branch lines in Suffolk. The line to Aldeburgh
did not long survive Beeching's brutal scrutiny in spite of its International
significance as a music centre. The residual stump associated with Sizewell
nuclear tr affick is mentioned. The battle to save the East Suffolk line
to Beccles and Lowestoft receives attention and Gerard Fiennes I tried
to run a railway involvement in saving some of it Illustrations: B1 4-6-0
No. 61253 filling tank at Ipswich before entering tunnel in July 1958 (Mike
Boakes); Beccles station on 9 June 1963; Holden E22 class 0-6-0T No. 253
at Eye station (Sufffolk) with three antique passenger four-wheelers; London
Liverpool Street in BR steam days; Felixstowe Town station in Great Eastern
period; Felixstowe Town station c1960; L1 2-6-4T No. 67711 at Felixstowe
Town with 16.40 to Liverpool Street on 1 April 1956 (T.J. Edgington); F5
2-4-2T No. 67218 at Lowestoft Central on push & pull set on service for
Yarmouth South Town via Gorleston in June 1954 (T.J. Edgington); Laxfield
station on Mid-Suffolk Light Railway in April 1949; Brockford station on
Mid-Suffolk Light Railway; three class 90 electric locomotives (90 014 Over
the Rainbow; 90 047 and 90 046 - first two in tangerine livery) on long
container triain for Trafford Park, Manchester about to enter Ipswich
Tunnel.(Roger Carvell)
Third rail on Merseyside. Tom Heavyside. 51
Colour photo-feature of Class 507 and 508 mulytiple units to be replaced
in 2022 by 777 class units.
Philip Benham. Take the train for the boat: the rise
and fall of the boat train. Part one. 52-61.
Part 2 see page 108. Illustrations:
Bulleid light Pacific Battle of Britain class No. 34085 501 Squadron
departing Dover Marine with up Golden Arrow (colour);
No. 46150 The Life Guardsman on day Irish Mail
leaving Chester for Holyhead in August 1950 (P.M. Alexander) see
also letter from Chris Mogner on footplate conditions;
E5012 Bo-Bo electric locomotive stands at Dover Marine with Golden Arrow
having arrived from Victoria on 1 April 1963 (colour); passengers arriving
to board Southern Railway Golden Arrow through special arch at Victoria
station; Britanmia class Pacific No. 70004 William Shakespeare leaving
Shakespeare Cliff Tunnel with down Golden Arrow in 1951; Night
Ferry headed by 21C156 Croydon and L1 4-4-0 about to leave Victoria
on 15 December 1947; M7 class No. 30068 arriving Lymington Pier with push
& pull set with PS Freshwater alongside (colour); 1366 class 0-6-0PT
No. 1368 departing Weymouth Quay with boat train for Paddington on 4 July
1959 (Trevor Owen: colour); SS St. Julien arriving Weymouth in 1929
with split boat train for Paddington waiting for arrivals, also three late
1920s luxury motor cars waiting to whisk some first class ship passengers
off; unrebuilt (caption states rebuilt) West Country Pacific No. 34018
Axminster on all Pullman Statesman Ocean Liner Special connecting
with SS United States passing Vauxhall in ear ly 1950s; No. 6029 King
Edward VIII approaches Newton Abbott w ith a Plymouth Millbay to Paddington
Ocean Liner special including four Super Saloons on 21 May 1958 (Dick
Blenkinsop), Atbara class 4-4-0 No. 3381 Maine leaving Fishguard Harbour
on 2 May 1908 with Irish boat express for Paddington; No. 7808 Cookham
Manor and No. 6998 Burton Agnes Hall on 14 June 19975 at Norton
Junction, Worcester with Great Western Society Vintage Train which
included Super Saloons No. 9112 Queen Mary and No. 9118 Princess
Elizabeh (colour); 3F 0-6-0T No. 47387 at Liverpool Riverside with a
Liverpool University Public Transsport Society special on 13 June 1964; BR
Standard Class 5 4-8-0 No.. 73121 at Greenock Prince's Pier station with
boat train from Glasgow St. Enoch in September 1965 (S.W. Rankin: colour).
See also letters from Stephen G. Abbott and from
Graham Smith on page 253 ; Bill Beavis
(on large locomotives on Tyne Commission Quay workings) and from
Peter Steer on how Isle of Man Steam Packet provided
free bus from Manxman arrival at Lime Street to boat berth on Mersey
Readers' forum. 61
Station location: 'Aberdare' 2-6-0. Editor. 61.
See page 630 of Volume 35: was it Porthmadog or was it Barmouth an
was class permitted to cross Barmouth Bridge?
J.F. McIntosh. John
Macnab. 61.
Error on page 595 of previous Volume concerning 92 class (condensing
version} 0-4-4Ts which stated all withdrawn in LMS period: quotes Ian Allan
ABC for 1949 and previous page of one extant in Stranraer in 1956!
J.F. McIntosh. James Hargrave
James Clark Bunten of Dunalistair
BR and beyond in Gwynnedd. Bob Saxby
If toredo worm had been evident fifteen years earlier then Bangor
to Afonwen line might have survived to give Pwllheli and Portmadog faster
access
BR and beyond in Gwynnedd. Chris
Magner
Nigel Dawson, a Principal grade civil servant at the Department of
Transport and Talyllyn Railway volunteer managed to get a grant for the Cambrian
lines to open on Sundays.
Battling Beeching in the High Peak.
Nigel Whitwell
Norbury is not only level crossing
A Great Western tenancy. Stewart Clark.
The Severn Valley Railway acquired bow-ended ex-camping coach No.
4786 of 1927 to provide accommodation for its volunteers and located it at
Kidderminster station, but subsequently acquired a Hawksworth sleeper for
the same function. After considerable soul searching No. 4786 is being restored
to its original state as an "ordinary" corridor coach, but is more akin to
a Hall to Saint re-creation.
Motorail trains. Gerald Goodhall.
Motorail trains. Arnold Tortorella. 62
The Times of 17 May 1939 contained a block advert announcing
"Scotland - calling all sportsman" which promoted the carriage of motor cars
at re duced rates for one first class or two third class ticket holders on
the West Coast or East Coast routes. The advert slightly modified was repeated
on 7 June. The LMS had purchased new carriage carrying vans from Metro Cammell
to D2026 in 1938; the LNER used its pre-grouping stock. See
also letter from John Macnab on page 189.
Book reviews. 62
Kendal Tommy: a history of the Arnside to Hincasster branch. Dave
Richardson. Cumbrian Railways Associaton. 98pp. Reviewed by DWM *****
"This is an excellent book, it adds delightfully to our store of railway
knowledge."
BR steam locomotives complete allocations history
1948-1968. Hugh Longworth. Oxford Publishing. 400pp. Reviewed by
Michael Blakemore. *****
"Momumental compilation... highly recommended"
Horwich Locomotive Works re-visited. M.D. Smith.
Author. 192pp. Reviewed by Michael Blakemore. ****
Update of a book first published in 1956 since when they have been
demolished and replaced by modern housing: book notes retention of some of
old str eet names featuring names like Arkwright and Fairburn.
Frost report.. A.J. Clarke rear cover
L1 2-6-4T No. 67800 leaving Bingham for Grantham with train from
Nottingham Victoria on 29 December 1962: frost on ground and on trees in
Great Freeze of 1962/3. ;
Issue Number 2 (February 2022) Number 370
Network Rail New Measrement Train |
|
Looking forward...by looking back. Andy Collett.
Guest Editorial on heritage railway preserved Bulleid rebuilt
Merchant Navy locomotive No. 35011 General Steam
Naviigation
Through Sussex via Steyning. Gerald Daniels (photograher) and captions
by Michael S. Welch. 68-9
Colour photo-feature:: 15.59 Brighton to Horsham train leaving Southwater
behind Ivatt 2-6-2T No. 41314 in spring 1964; ex-LBSCR K class 2-6-0
shunting at Beeding cement works in April 1962; Southwater station &
signal box; West Grinstead station with a Brighton to Horsham train
hauled by Ivatt 2-6-2T No. 41326 in 1963; and Partridge Green station in
summer 1963,
Andrew Johnston. 'What a lovely job this is'.
70-4.
Author worked at BBC Bristol as a film editor and was given task of
making a programme about Ivo Peters, who captured the extraordinary character
of the Somerset & Dorset Railway in photographs and on 8mm cinefilm which
led to the film Return to Evercreech Junction made in 1986 Illustrations
nearly all courtesy of Julian Peters (Ivo's son): 7F 2-8-0 No. 53807 probably
on mineral train in snow near Midford on 15 January 1963; The Ballad of
John Axon from artwork for Radio Times by Eric Fraser; West Country
Pacific No. 34040 Crewkerne near Midsomer Norton in snow with train
for Bournemouth on 30 January 1954; Driver Donald Beale and fireman Peter
Smith on No. 34042 Dorchester give Ivo a wave from cab; 53810 leaves
Devonshire Tunnel on 10 March 1956; filming on trackbed of Burnham branch
with Clive North, cameraman standing on stool, Andrew Johnson, sound
recordist Steve Shearn and assistant cameraman Mark Jarrold (Rodney Scovill);
Donald Beale and Peter Smith pose with Mike Arlett on front of preserved
West Country No. 34105 Swanage on the Mid-Hants Railway during filming
of Return to Evercreech Junction (Mac Hawkins: colour).
See also letter from James Rogers on page 253 on television
programme about York shed.
Miles MacNair. Frustrations of fuel efficiency: feed-water
heaters. Part four. The Franco-Crosti boiler and pre-heater. 75-8.;
Four extraordinary Mallet 2-6-0+0-6-2 compounds were built by Baldwin
in 1911 for the Atchison, Topeka & Santa Fé Railroad with flexible
boilers. The accordion flexible joint separated the firebox and boiler tubes
from a large storage area for the feed-water to be preheated by the exhaust
steam and from the boiler gases. The accordion joint must have bee n difficult
to maintain, yet the locomotive enjoyed ten years in service, Macnair considers
that this may have been what led to Attilio Franco, a former automotive engineer
to design his 0-6-2+2-4-2-4-2+2-6-0 eight-cylinder simple expansion locomotive
at the Turbize works of the Belgian State Railways (for illustration
see Locomotive Mag., Vol.
39, p. 230) (diagram herein). Piero Crosti was convinced of the
merits of the Franco pre-heater and in 1937 rebuilt on of the Italian State
Railways 670 class to this system and achieve a fuel saving of about 15%.
A table lists the classes of Italian State Railways classes fitted with Crosti
boilers; 81 of which had a single preheater located between their frames,
the remainder having double preheaters. The DB in Germany and BR in Britain
adopted the single preheater model. Bulleid on the CIE modified a Great Sothern
Railway 2-6-0 built in 1903 with a two Franco preheater boiler which exhausted
to the tender. Riddles on British Railways built ten 9F 2-10-0s with single
preheater between the frames and the exhaust gases emerging in front of the
cab which was very unpleasant for the footplate crew. The system was abandoned
quickly, but the locomotives were less powerful and were downgraded to 8F.
In Spain RENFE rebuilt one 2-8-0 with a Crosti boiler, but poor draughting
made steaming unre liable. The exhaust steam injector was a more re liable
and simpler method of extracting heat from the exhaust. Illustrations: Atchison,
Topeka & Santa Fé Railroad flexible boiler locomotive; Franco-Turbize
diagram (Locomotives International, 1999, (47)); Italian State Railways
Class743 2-8-0 (Locomotive
Mag., 1953, 59, 80); Bulleid CIE modified GSR 2-6-0 with two
Franco preheater boiler intended to burn peat if it could ignite; Crosti
9F in Rugby Test Plant; RENFE 2-8-0 with Crosti boiler.
See also letter from Bill Taylor on page 254.
"...and it was all yellow...". 79
Colour photo-feature:: preserved Jones goods No. 103 (in yellow livery)
and preserved GNSR No. 49 Gordon Highllander climbing from Glenwhilly
on 15 April 1963 (Derek Cross); No. HS 4000 Kestrel Hawker Siddeley
in yellow ochre and chocolate livery at Cricklewood depot open day on 12
July 1969 (D. Rollins); Network Rail New Measurement Train running through
former Rotherham Marsborough en route from Derby to Heaton on 6 December
2008 (Gavin Morrison) see also front cover
Ian Travers. The Great Western Railway Ruabon-Barmouth
route. Part one. 80-5.
The line was constructed in the 1860s. From Ruabon to Corwen was built
by the Vale of Llangollen and by the Llangollen & Corwen companies which
were promoted by local landowners including
Charles.Tottenham and
Sir Watkin Wynn, Considerable
revisions were made at Bala with new stations at the eastern end of the High
Street and at the Junction. Optimism about the Bala & Festiniog was not
realised as the Festiniog Railway and LNWR were well established. The Wnion
valley and the Mawddach estuary took the line down to the coast. Illustrations:
No. 7800 Torquay Manor at Llangollen on up express in carmine &
cream livery on 28 August 1953 (colour); Llangollen station from footbridge
looking west with River Dee high (P.J. Garland); 8750 class 0-6-0PT No. 9793
on Wrexham to Bala all-stations in July 1960 (J.M. Wiltshire); map Ruabon
to Barmouth; Dean 645 class 0-6-0ST No. 772 with two Dean clerestory carriages
and a siphon bogie van for milk adjacent Corwen East signal box in 1932;
Bala Town station in about 1910 with Arnstrong 517 class 0-4-2T No. 539 with
gleaming brass dome and safety valve cover and horse bus and farmer's timber
cart for milk cans; Berwyn station with 43XX 2-6-0 No. 4377 departing (E.S.
Russell: colour); Aberdare 2-6-0 No. 2679 at Barmouth with slow train for
Chester formed of Cambrian 46ft compartment coach and two Colllett 58ft side-
corridors in summer 1934 (Roger Carpenter); Drws y Nant goods yard on 4 October
1962 (R.G. Nelson); Dolgelley station c1957. Part 2 see page
156.
Geoffrey Skelsey. The story of 'The Clickety-Clack' the
Grinsby & Immingham Electric Railway 1912-1961. 86-90.
The Grimsby & Immingham Electric Railway was not a separate legal
entity, but formed part of the vast Immingham dock development instigated
by the Great Central Railway with its location dictated by a deep channel
in the River Humber. Grimsby Corporation was eager for the transport link
so that their residents would be in a favourable position for work. Author
notes lack of covered accommodation for cars annd lack of modernisation of
GC cars and failure to exploit multiple unit operation. Illustrations: map
& plan; ex-GC car No. 11 at Corporation Bridge (colour); ex-Gateshead
car in Gilbey Road within one of passing loops; ex-GCR car No. 12 waiting
ouside railawy office at Cleveland Bridge (colour); ex-Gateshead car at Pyewipe
workshops; ex-Gateshead car rebuilt as well-equipped engineering car; ex-GCR
car leaving Immingham Town for Grimsby passing concrete traction poles;
ex-Gateshead car No. 18 being prepared for final procession and ex-GCR car
No. 15 heads on to the light railway at Cleveland Bridge on 1 July 1961 (final
day). See also letter from Geoff Travers. on
page 445.
Robin Sellers and Thomas Sellers. Milk train
derailment at Chipping Sodbury. 91-3.
The 20.15 Kensington to Whitland milk empties hauled by Brush type
4 No, D1726 (later 47 134) derailed on the evening of 20 September 1966
inflicting severe damage to the permanent way and the vehicles involved.
The cause was excessive speed. The author heard about the incident on the
radio, borrowed his father's car and camera loaded with colour film and his
own camera loaded with black & white film and drove to Chipping Norton
and took the reproduced photographs, until challenged by the police for his
press card which he did not possess. Illustrations show a Cowans Sheldon
75 ton steam breakdown crane of 1961 No. 141 which had been delivered
to site by Hymek No. 7030; 35 ton Ransomes & Rapier steam breakdown crane
of 1908 lifting a six-wheel tank wagon (all colour).
On the Lambouurn Valley branch. John Spencer Gilks. 94-5
Black & white photo-feature:: 57XX 0-6-0PT No.9749 at Lambourn
terminus with single coach train from Newbury on 18 August 1959; panorama
of East Garston on same day as previous showing church, thatched cottages
and train en route from Newbury; 2251 class 0-6-0 No. 2252 passing East Garston
halt and manned level crossing light engine on 14 September 1957; All Saints
Church East Garston with 57XX 0-6-0PT No. 4665 psssing with single coach
train for Lambourn on same day as previous, and Welford Park loop after closure
in October 1960
The ins and outs of Paddington. Dick Riley. 96-7.
Colour photo-feature:: King Edward II in Ranelagh Bridge servicing
yard having arrived on Capitals United Express with headboard still
in place on 10 September 1960; Castle class No. 5060 Earl of Berkeley
in Ranelagh Bridge yard on 16 April 1957; No. 6023 King Edward II
without headboard departing Paddington on 13.55 South Wales express
on 10 September 1960; No. 6006 King George I on turntable and
No. 1009 County of Carmarthen waiting its turn on 30 March 1957
Cross-country throgh the Tyne Valley. Gavin Morrison
Photo-feature: A1 class No. 60131 Osprey held at Haydon Bridge
on RCTS Solway Ranger on 21 March 1965 due to sheep on the line; Class
47 No. 47 428 with steam heating) on Edinburgh to Newcastle train via Carlisle
at Haltwhistle on 24 October 1981 (b&w); preserved Class 5 No. 5305
Alderman A.E. Draper with name and plaque in place near Haltwhistle
crossing Tyne on Tyne Valley Express en route for Carlisle and thence
G&WE route on 14 March 1987; Class 56 diesel multiple unit Hexham
station with No. 156 444 on 14.45 to Sunderland on 10 June 1966
(b&w); Hexham signal box mounted on gantry above tracks and painted red
with Class 56 diesel multiple unit No. 156 491 on 10.00 Sunderland to Carlisle
passing undrneath; No, 156 469 "adorned " with pictogram of Bishop Auckland
branch on 11,52 Nrecastle to Carlisle about 2 miles from Hexham on 22 March
2006; preserved A4 No. 4498 Sir Nigel Gresley with autumn mist showing
up redness of wheels, but darkening blue of locomotive and rolling stock
as Carlisle to Newcastle train nears Brampton Junctin on 6 October 1973;
Class 66 No. 66 548 passing Corbridge on 05.39 Hunterston to Drax merry-go-round
coal train on 22 March 2006.
Rob Langham. Snowbound at Rowley. 102-5,
William Bainbridge was a local photographer who lived in Castleside
and this has led to an extensive photographic record and Rowley station was
preserved at the Beamish Open Air Museum due to Frank Atkinson. Illustrations:
Rowley station with signal box on platform between 1905 and 1914; snowbound
train at Rowley station with trapped passengers being helped to get off;
same train viewed from road bridge; two 398 class 0-6-0 locomotives which
hauled train out, No. 913 nearer; 1940 accident when two Q6 0-8-0s became
derailed in heavy snow on 19 February 1940, one of which was No. 2237 (as
it subsequently repaired at Darlington Works; German prisoners-of-war clearing
snow with shovels at Waskerley during World War 1, and 901 class No. 929
on passenger train at Rowley during summer prior to WW1. ,
David Ferguson. The St. Fillans sheep accident. 106-7.
On 5 October 1921 a Caledonian Railway sheep special travelling off
the Oban line failed to stop in St. Fillans station on its way to Perth.
There was considerable carnage to the sheep as many of the cattle trucks
fell into pieces. Butchers were called from Crief and Comrie to kill the
wounded sheep and breakdown cranes came from Perth and Motherwell to clear
the line. The footplate crew were uninjured. An annoying feature of
this article is that the descent of Glen Ogle to Balquhidder must have been
accomplished without accident as the train reversed there before moving onto
the line to Lochearnhead, St. Fillans and Perth, but wheel to rail adhesion
in icy conditions is questionable. The illustrations lack one of the actual
incident and portray an Oban 4-6-0, (but might have been an 0-6-0 on the
actuual train; a cattle wagon and St. Fillans station in the 1930s
with signalman Adam Farrar and stationmaster George Maxwell.
Philip Benham. Take the train for the boat: the rise
and fall of the boat train. Part two. 108-17.
Part one began on page 52. Irish services
via the LNWR and Holyhead including the Irish Mail and the Great Western
Railway and South Wales through New Milford (Neyland) and Fishguard. Scottish
services via Stranraer or via Ardrossan including to the Isle of Man. Scottish
ferrries to the Hebrides and within the Firth of Clyde and to Kintyre. East
Coast sailings via Newcastle Tyne Commission Quay to Norway and Sweden and
via Harwich, Immingham and Hull to Holland and Belgium. Extensive
bibliography.. Illustrations: last steam worked (Class 5 No. 45025) Belfast
Boat Express on arrival at Manchester Victoria (colour); Class 5 No.
45126 on up Morthern Irishman at Stranraer Harbour alongside
Caledonian Princess (Michael Covey-Ctump: colour); Britannia Pacific
No, 70048 on up day Irish Mail pre-1958 at Holyhead; Coronation Pacific
No. 46256 Sir Wiiliam Stanier, FRS on up Ulster Express from
Heyasham and Royal Scot No. 46142 The York and Lancaster Regiment
on The Shamrock from Liverpool Lime Street at Euston; B1 4-6-- No.
61342 at Ardrossan Montgomerie Pier on 10 April 1966 on a railtour; V3 class
2-6-2T No. 67691 on the Norseman at Tyne Commission Quay (C.R.
Gordon-Stuart: colour); St. Pancras with Orient Line boat train in carmine
& cream livery for Tilbury Riverside; down Flushing
Continental headed by B17 4-6-0 Alnwck Castle joining Harwich
line at Manningtree in 1930s (caption notes two Pullman cars in formation:
there were three) (George R. Grigs).; English Electric Type 3 diesel No.
6735 (blue livery) at Sheffield Midland on North Country Continental
which included Gresley buffet car in formation; Patriot class No. 45543 Home
Guard (black livery) with train of LMS corridor stock in carmine &
cream livery at Windermere Lakeside in July 1956 (John Edgington); A3 No.
60036 Colombo on up Norseman passing Pilmoor station in 1950s
(Chris Nettleton Collection); Britannia Pacific No. 70001 Lord Hurcomb
arriving Liverpool Street with up Hook Continental (R.E. Vincent).;
Britannia Pacific No. 70005 John Milton with down Day Continental
climbing Brentwood Bank in mid-1950s; H15 No. 30485 in lined black livery
but without indication of ownership arriving at Southampton flying boat terminal
with all Pullman train for Isle de France on 13 August 1949; EWS red
liveried Class 67 banks last Venice Simplon Orient Pullman train out of
Folkestone Harbour on 10 April 2008 (Brian Stephenson).See
also letter from Stephen G. Abbott on page 253 about Hook
Continental and gradual transmogrification of Harwich to Manchester service.
See also letter from Graham Smith on large locomotives
seen on Tyne Commission Quay workings and on length of Orient Line boat trains
from St. Pancras to Tilbury and Leonard Rogers on the
grandiose titles given to residual North County link to Harwich and Europe
and lengthy contribution from a nameless writer and
another from Peter Neville on page 317
Jeremy Clarke. Falling short of ambition — a new
line to Leatherhead. 118-23.
Chessington Zoo and Circus used to feature on the carriage panels
of many Southern Railway multiple units and was a source of wishfulness for
young Kevin. The Chessington branch opened to Tolworth on 29 May 1938 and
to Chessington South a year later. It was opened as an electric railway and
had been intended to duplicate the route to Leatherhead, but WW2 cancelled
that. The architecture of the stations is Odeonesque and features Chisarc
canopies. Illustrations: Motspur Park with new W roof installed after opening
of new branch in 1938; Maldon Manor station platforms shortly after opening;
Maldon Manor station in 1937 prior to opening showing facade; map; Maldon
Manor station platforms with train departing and group of respectable
schoolboys;going to Zoo?; London bound train leaves Tolworth station; Chessington
North platforms looking towards London probably shortly after opening; crowd
leaving Chessington South brick built entrance and Chessington South unfinished
up platform.
Donegal delight, Captions by David Mosley. 124
Colour photo-feature:: 2-6-4T No. 6 Columbkille and railcar
No. 16 at Letterkenny; railcar No. 10 built by Walker for the Clogher Valley
Railway and purchased by the CDR in 1942,
Readers' forum. 125-6
Bob Essery. Editor
Death on 24 November 2021
For God's sake be done with railways
and shares. John Bushby, 125
The Gloucester, Aberystwyth & Central Wales Railway proposal to
link Gloucester with Ross with Hay, Builth, Ryader and Aberystwyth from which
the Irish Sea would be crossed to Wexford and thence to Tralee and Valentia
Island. This would produce the most direct route to America. The notion can
be traced back to Charles Vignoles proposed trunk route to the Llyn Peninsular
and ended with the Great Western's Fishguard costly adventure.
Aspects of the Manchester &
Leeds Railway. Robin Leleux. 125
Notes it was not unusual to divert rivers to costruct railways as
at Northampton Castle station and at Stowmarket, but it was more unusual
for watercourses above the railway and cites those near Mossley, Force
Gill near the entrance to Blea Moor Tunnel and the Bishopton Aqueduct near
Greenock.
Aspects of the Manchester &
Leeds Railway. Colin Tighe, 125.
Adds another aqueduct near Corby on Corby to Manton line for a tributary
stream for the River Welland just before Corby Tunnel
Battling Beeching in the High Peak.
Frank Ball. 125
Photograph on page 580 of Volume 35 depicts route of Peak Forest Tramway
to Bugsworth and writer also observes how Ministry of Roads massaged
statistics to show how wasteful rail services were and as a young trainee
civil engineer many potential problems were reduced to imposing speed limits
or repacing a few sleepers
A Cambrian 'Manor', Chris Magner.
125
Danny Rowlands (Danny Bull) was shed foreman at Aberystwyth and he
took special care of the Manor class locomotive allotted to work the
Cambrian Coast Express
BR and beyond in Gwynedd. Bob
Saxby. 125-6.
Letter writer worked for Gwynedd County Council Council at time of
Toredo worm infestation and the Council showed in an Ecomnomic Impact Study
that the loss of the bridge to the district economy would be greater than
the cost of repair. Fifteen years earlier it is probable that it would have
recommended closure of the bridge and restoration of the line from Afonwen
to Bangor. Trawslink Cymru is campaigning to reopen both the Afonwen to Bangor
and Aberystwyth to Carmarthen railway links (Lampeter college suffers from
lack of a train service). The Conwy Valley line suffers from the loss of
its nuclear flask traffic and the cost of bridge maintenance and is currently
bustituted
'Aberdares' and RODs. Martin
Sutcliffe.
Barmouth Bridge had been upgraded sufficiently to opermit the Abberdare
class to use it and it is probable that locomotive at Barmouth statin was
about to cross it en route to Chester passing its home depot at Croes Newydd.
C.C. Green's Cambrian Railways album
Volume 2 has a photograph of Aberdare No. 2617 within it at same location,
taken by Ifor Higgon.
Book reviews. 126.
Gresley's B17s. Peter Tuffrey. Great Northern.
144 pp. Reviewed by DWM **
"stylishly produced photographic album featring an interesting and
disparate class of locomotives but as with a previously-considered volume
by the same compiler on the V2s , your reviewer remains abmbivalent."
Built in Britain — the independent locomotive
manufacturing industry in the nineteenth century. Michael R.
Bailey. RCHS, 221pp. Reviewed by Phil Atkins. *****
Very extensive review "A comprehensive overview of Britain's once
extennsive commercial or independemt locomotive building industry... this
scholarly publicartion...Thoroughly recommended"
Locomotives of the Liverpool and Manchester Railway.
Anthony Dawson. Barnsley: Pen & Sword. 291pp. Reviewed
by RL *****
" well researched... masterly work"
Leaving [Paddington] through the streets of London. R.C. Riley. rear cover
No. 7008 Swansea Castle leaving on 2 August 1957 passing junction
into Ranelagh Bridge servicing yard: see also page
96
| SJ94 No. 68007 0-6-0ST shunting yard outside Darlington Works in July 1958. front cover |
|
I've got a little list - I've got them on the list! Michael Blakemoor.
131
Editorial:
The J94 saddle tanks — which also serve. 132-3
Colour photo-feature: introductory caption notes that ordered in January
1943 by the War Department with many serving in France after D-Day. In total
377 were built and when they became redundant the LNER purchased 75 and the
National Coal Board and the construction industry ordered others. The colour
illustrations are all from Colour-Rail: No. 68037 on Darlington area
local freight on 6 January 1964; No. 68013 on Cromford & High Peak line
at Cromford Wharf in September 1963 next high LNWR signal; No. 68047 with
extended bunker on transfer freight passing Darlington on 10 February 1962;
No. 68072 with a B17 class following it in Doncaster station in May 1960;
No. 68079 with bunker extension removed to ease coaling at
Middleton Top crossing level crossing at Longcliffe with a single wagon on
Cromford & High Peak line in 1964: on page 317
Paul Blurton states that the crossing must have been across the A5012
between Fridon and Minninglow.
A.J. Mullay. Spying in Darlington: competition between
Britain's railways and canal in the nineteenth and twentieth centuries,
134-41.
In January 1826 the Directors of the Birmingham Canal Navigation sent
one of their members to inspect the state of the Railroad in County Durham
and how far the steam locomotives were a success. Mullay makes extensive
use of the data in the Royal Commission on Canals which was chaired by
Lord Shuttleworth and reported
in 1911 for mileages, traffic, general state, etc. and employs this in
conjunction with the data on earnings and costs of the canals under
their control both prior to the Grouping in 1923 and following it. Illustrations:
Forth & Clyde Canal at Camelon; Ellesmere Port in 1905 with LNWR 8-ton
mineral wagon; WD 2-8-0 crossing Market Weighton Canal near Wallingfen (see
also letter from Leonard Rogers who found the same
photograph in another publication and gives the numbar of the locomotive
90704 and the date 28 March 1959, the penultimate day that the freight operated,
the M62 Motorway now occupies the former railway landscape; Sankey or St.
Helen's Canal at Sankey Bridges where the LNWR Widnes to Warrington line
crossed the canal on a swing bridge with 100-ton barge serving the Earlstown
sugar refinery; Priestman grab dredger at work on the Great Western owned
Monmouthshire Canals in 1910s; Cravens DMU en route to Doncaster passing
under Axholme Joint Railway at Crowle swing bridge over Sheffield & South
Yorkshire Navigation in 1970: Agar Town goods depot adjacent Regent's Canal.
See also Arnold Tortorella on page 381
Nicholas Daunt. Birmingham's Grand Central station:
memories of the old New Street, 1954-1962. 142-9.
"The old New Street was a slum", but one with character as observed
by the young locomotive spotter. The largest LMS locomotives could not be
accommodated and when its centenary was celebrated in June 1954 parts of
No. 46235 City of Birmingham had to be removed and reassembled
to exhibit it. Several classes not illustrated include tank engines, the
4F 0-6-0 and the British Railways Class 5 and Britannia. The article ends
with noting that the new station was like a branch of John Lewis (now closed)
with a railway in the basement. Illustrations: Jubilee class 4-6-0 No. 45742
Connaught with double chimney at New Street on up Midlander
in June 1956 (C. Banks Collection: colour); station from adjacent tall building
with many Birmingham Corporation buses and trains, if any, in murk; 4P compound
No, 40915 and Jubilee class 4-6-0 No. 45663 Jervis at platform 9 with
express for South West (colour); map of main railways in Central Birmingham;
J.W. Livock's Italianate frontage
to Queen's Hotel (Illustrated London News 1854); Jubilee class 4-6-0
No. 45618 New Hebrides at platform 6 with a northbound express (G.D.
King: colour); 4P compound No, 41193 on 13.45 to Yarmouth Beach on 8 October
1958 (T.J. Edgington); 2P 4-4-0 No. 40659 and Rebuilt Scot No. 46148 The
Manchester Regiment on 11.05 to Glasgow on 21 October 1954 (T.J. Edgington);
4P compound No, 41157 about to leave platform 11 with12.57 to Ashchurch via
Redditch, Alcester & Evesham loop on 9 April 1959 with Jubilee class
No. 45662 Kempenfelt on express for south west at Platform 10 (T.J.
Edgington); Jubilee No. 45669 Fisher leaving New Street with 11.30
Euston to Wolverhampton (High Level) on 10 August 1957 (T.J. Edgington);
diesel-electric experimental locomotive No. 10800 on 15.55 to Cambridge via
Rugby to Peterborough line on 18 April 1955 (T.J. Edgington); new platform
canopies under construction on LNWR side (T.J. Edgington); Jubilee No. 45560
Prince Edward Island with arrival probably from Liverpool possibly
in late 1950s (Ray Reed: colour); Class 5 4-6-0 No. 45186 on 13.45 to Yarmouth
on 27 February 1959 (T.J. Edgington); B1 4-6-0 No. 61195 moving off platform
9 after arrival on 06.53 from Cleethorpes on 20 October 1956 (T.J. Edgington);
ex-Midland Railway 2P 4-4-0 No. 40421 departs from Platform 6 on 06.10 special
to Preston to connect with Creative Travel Agents Conference charter train
to Gourock on 29 June 1957 (T.J. Edgington); Engineering works notice for
Sunday 15 October 1958 (T.J. Edgington). See also letters from
Bob Yate on pages 317-18, and Robert
Darlaston; Gordon Biddle on page 318; and
John Tilsley on page 573.
L.A. Summers. The 'Chinaman' and the British engineer who built
it. 150-4.
Kenneth Cantlie was born
in 1899. Illustrations: KF1 class 4-8-4 No. 607 (KF1 007) as preserved at
York NRM)(Author: colour); Kenneth Cantlie in 1942 (portrait by Christopher
L. Seymour); Vulcan Foundry Drawing No. 6590; close up of valve gear showing
multiplier fitted between valve spindle and radius rod; KF1 class 4-8-4
No. 601 on short freight neart Wuchang on 13 March 1937; KF1 006 preserved
in Chinese Railway Museum in Beijing. The ar ticle makes extensive reference
to a Newcomen Society paper by Cantlie.
.
Jeffrey Wells. The inauguration of the Victory Arch at Waterloo
Station. 155.
On 21 March 1922 Her Majesty Queen Mary opened the massive arch built
of Portand stone to commemorate the employees of the London & South Western
Railway who lost their lives during the Great War. King George V was prevented
by illness from performing the ceremony. The Queen arrived from Buckingham
Palace at 3 in the afternoon and was met by Brigadier-General H.W. Drummond,
Chairman and Sir William Portal, Deputy Chairman of the Railway. From
Railway Gazette 24 March 1922.
Ian Travers. The Great Western Railway Ruabon-Barmouth
route. Part Two. 156-9.
Part 1 see page 80. Text
concentrates on improvements brought by Grouping and comparison with what
was done in Cornwall. The influence of the major holiday camp at Penychain
and thhe competion with the LMS for its traffic. An unusually extensive
bibliography enhances this work. In an ídeal world Wales would
enjoy a proper railway network rather than a series of disconnected bits
and pieces. Illustrations: 8750 class No. 9669 with single coach at Bala
Town with 08.20 to Bala Junction in July 1963 (P.A. Fry: colour);
Llangollen station with Butlin's train from Penychain to Birmingham
Snow Hill double headed by 8750 class No. 9669 and a Manor class 4-6-0 with
train partly formed of LNER stock, some still in teak livery, on 4 September
1954 (P.B. Whitehouse); Ivatt Class 2 2-6-0 No. 46446 with two coaches with
brief residual service between Bala and Barmouth following floods of 12 December
1964 approaching Garneddwen summit before descending into Wnion Valley (D,.J.
Mitchell: colour); Penmaenpool station, crossing loop & wooden tressle
toll bridge (K.G. Carr); Flag Station Halt; Collett 0-4-2T No. 4867 on auto
train for Dolgelley in excursion platform at Barmouth; LLys Halt on 25 August
1962. See also letter from Chris Magner on page 381 on
the final locomotive workings and the washout near Bala that brought the
line to a perilous close and the diffculties created for Dolgellau hospital
patients.
Succeeding like success. Simon Lathlane. 160-3
Colour photo-feature of Stanier Black Fives 4-6-0s: No. 45214
(built by Armstrong Whitworth) with red lining visible, perhaps relecting
the red steelwork of the Glasgow Corporation Sighthill Estate flats being
erected behind St. Rollox engine shed in April 1965; No. 45131 emerging from
single bore Standedge Tunnel near Marsden with a mixed freight on 25 July
1966 viewed from above canal tunnel; No. 44930 running into Preston with
a northbound express; No. 45087 passing Dalry station with a freight taking
the line for Kilmarnock and Dumfries circa 1961; No. 44824 in Holbeck roundhouse
with caption states utterly invisible Britannia Pacific No. 70001 Lord
Hurcomb; No. 45401 in Liverpool Lime Street about to add to the murk
on the soon to be electrified overhead structures in October 1965; No. 45228
descending from Shap with an express freight passing Scout Green crossing
on 8 January 1967; No. 44709 climbs away from Windermere with two empty coal
wagons on final steam worked freight on 2 August 1968; No. 45182 on climb
to Shap Summit which caption states "without assistance" but maybe a diesel
at rear (poor resolution); No. 44803 at Manchester Victoria on trans-Pennine
service on 13 August 1965.
What about the workers? 164-5
Black & white photo-feature: new Control Room at Rail House,
Birmingham with Leonard Sibley (Chief Traffic Controller), Bob Taylor (Divisional
Operating Superintendent), Hugh Jones (Deputy Chief Controller), and Jack
Cox (General Assistant to the Divisional Operating Superintendent); LNWR
staff in range of uniforms stand on, or next to, Precursor No. 1104
Cedric; newspapers being loaded into vans at Euston probably for Liverpool
in 1937 Sunday Post for Belfast; Tea Bar at Waterloo Station during
WW2 (soldiers and sausage rolls); winter 1947 at Barras near Stainmore Summit
with cutting blocked with snow being excavated.
Recalled to Cumbria. Gavin Morrison. 166-8
Colour photo-feature: two Ivatt Class 2 2-6-0s Nos. 42426 and 42528
at Bassenthwaite Lake station on RCTS excursion which included the liine
from Pentrith to Cockermouth & Workington on 13 June 1964 (note two camping
coaches); same train leaving Keswick for the west; Direct Rail Services Class
37 Nos. 37 218 and 37 604 with solitary nuclear flask passing Maryport on
diverted Crewe to Sellafield working on 12 April 2011; Class 31 No. 31 119
in grey Railfreight livery leaving Grange-over-Sands with 11.17 Barrow to
Manchester with coaches in Network South East and rail blue liveries on 23
June 1990; Class 66 No. 66 164 in EWS livery on Workington to Carlisle container
train near Maryport on 12 April 2011; Class 142 Pacer in Greater Manchester
PTE livery crossing Leven Viaduct heading for Ulverston on 23 June 1990;
Class 47 No. 47 501 arriving at Workington North (temporary station) with
16.25 from Maryport on 21 April 2010 (temporary service due to flood damage
in Workington)
Roger Griffiths and John Hooper. Yorkshire Coastal engine sheds
and their locomotives. Part Three. Bridlington engine shed. 169-75
The first engine shed dated from 1846 and was built by the Hull &
Selby Railway: it was a two-road shed and included a turntable. In 1875 these
fascilities were replaced and in 1892 a much larger shed intended to house
nine locomotives and a fifty foot Cowans Sheldon turntable and a large water
tank and coaling stage were installed. The LNER shed code was BRID and this
was replaced by 53D under British Railways. Prior to World War 1 the bulk
of the passenger services were worked by 901 or 1265 2-4-0s. Sentinel
locomotives, both Y1 and Y3, and steam railcars, which included
Criterion, were introduced by the LNER. The main duties are
tabulated and the classes stationed there from the formation of the LNER
until closure in 1963 are listed. Illustrations: Class J 4-2-2 No. 1525 at
Platform 5 in Bridlington station; map (British Railways bounded Beverley,
Malton and Scarborough); LNER plan of 1929 of Bridlington engine shed; K3
class 2-6-0 No. 2438 being turned manually on 20 June 1939 (probably on excursion
from Manchester); D49 No. 62750 The Pytchley and K3 No. 61899 arrive
with empty stock from the north on aa Saturday in July 1953 (Richard Postill);
V2 No. 60938 on new 60 foot turntable in August 1956 (Richard Postill); D49
No, 62703 Hertforshire in turntable pit on 27 May 1958 being retrieved
by Hull Dairycoates steam crane on or after 27 May 1956; Director class No.
62662 Prince of Wales on 60 foot turntable on 18 June 1959 (had arrived
with excursion from Sheffield); smoke pollution from engine shed in 1956
with B16 No. 61434 amidst filth; K3 No. 61889 which had arrived with the
Doncaster Pentecostal Sunday Schools excursion on 25 May 1962 alongside
Class 5 No. 44777 from Derby (N. Skinner); B1 No. 61087 taking on water whilst
driver move coal forward on 16 August 1963 (Richard Postill); Sentinel Y3
No. 68155 shunting during August 1952 (Richard Postill); and Jubilee class
No. 45694 Bellerophon with return Richard Whitakers excursion from
Halifax (locomotive in sparkling condition, exhaust glowing pink in evening
sunlight (Richard Postill: colour).
Anne-Mary Paterson. Private stations and waiting rooms
on the Highland Railway. 176-9.
Airlines still offer three classes of travel and provide waiting areas
for the more expensive classes. In earlier times most of the railway companies
provided similar luxury for priviledged iindividuals. The Highland Railway
was partly funded by the local landowners, most of whom had gathered their
wealth by clearing their tenants off the land, and this was used
to build castle-like mansions, some of which enjoyed private stations. Stations
described include Queen Victoria's waiting room at Ballater (also illustrated
in colour by Author prior to its loss in a fire). Her waiting toom at Windsor
is also mentioned. The Brookwood Necropolis in Surrey was served from
a separate area in Waterloo station, but in 1902 it was moved to its own
station off Westminster Bridge Road. Illustrations: Queen Victoria's
waiting room at Ballater; Dunrobin station in 1871 when covered in snow;
Dunrobin Castle statiion at pesent time (Author: colour); Blair Atholl station
with Duke classs 4-4-0 No. 72 Bruce; Alness station before closure
and subseqrent vandalism; Castle Grant platform (Simon Grosvenor: colour);
Duncraig Platform with octaginal waiting room; Blair Atholl station with
what looks like preserved Caledonian Railway carriages. See
also letter from Robin Leleux.
Alistair F. Nisbet. A new observation train.
180-5.
The text contains a serious error which is not repeated in the captions:
it is implied that the LNER beaver tail observation cars were built fot the
Silver Jubilee streamlined train, but they were built for the
Coronation. The article is in two parts: an overview of observation
coaches in mainland Britain and British Rail, especially the Scottish Region,
attempts to introduce observation cars on the major scenic routes. Illustrations:
Wilkes and Ashmore mock up of dome car which would have failed to meet the
limited loading gauge, North Eastern Railway petrol electric railcar with
clerestory in crimson and cream livery? and three paraffin headlamps; Maid
of Morven Pullman observation car in LMS period and without any evidence
other than visual of former Pullman ownership; Coronation beaver tail
observation car leaving Edinburgh with two paraffin rear lamps; interior
of Coronation beaver tail observation car; cleaning rear window
of Coronation beaver tail observation car at King's Cross; modified
(more angular) ex-Coronation observation car; Devon Belle
observation car at rear of Devon Belle at Exeter St David's;
former Devon Belle observation car on North Wales Land Cruise
at Criccieth in August 1959; interior of former Devon Belle
observation car; turning former Devon Belle observation car
at Blair Atholl whilst No. 103 Jones Goods stands by on 21 November 1959
(W.A.C. Smith). See also letters from John Macnab,
from Gerald Goodall and from Leonard
Rogers, the last probably at the behest of Alan Pegler to attend the Grand
National.
/
Signal boxes in the new Willesden carriage sheds. Peter
Butler. 186-7
John McCrickard provided information for text of this black &
white photo-feature: the LMS acquired land between Harlesden and Wembley
stations to erect carriage sheds, but World War II interupted work and it
did not resume until 1946 when work on signal boxes started. The new complex
was opened by Lord Hurcomb on 9 March 1953. Willesden Carriage Shed North
box; cut-down Willesden Middle box; all timber Willesden Carriage Shed
South box; Willesden Brent Sidings signal box; view from previous looking
north above low level lines; interior Brent Sidings box. See
also letter from Graham Floyd
Welshpool once more. 188
Colour photo-feature: see also Volume 34 No. 10: "new" additions to
Colour-rail collection of final days of Welshpool & Llanfair Caereinion
narrow gauge line i.e. 1956: on 9 June the Civil Service Clerical Association
arrived by GWR railcar from Birmingham Snow Hill to travel on line in mineral
wagons; train shown on return journey through roundabout in Raven Square
disregarding road traffic signs and very final journey by Stephenson Locomotive
Society on 3 November 1956 when No. 822 and its passengers were greeted at
Raven Square by the Newtown Silver Band. See also rear
cover.
Robin Barnes. Cartoon corner. 189
Rather corny cartoon of Webb locomotives Problem and
Experiment being viewed at Crewe station by mother saying to daughter:
"we should ask papa if the London & North Western is safe!"
Readers' forum. 189.
Memories of a West Country signalman. Jim Parley.
189
On page 655 of Volume 35 there is a photograph of a 14XX at Tavistock
with a single ex-LMS brake composite with an SC (Scottish Region) number
[KPJ presumably on that dreadful through coach to and from Glasgow to
Plymouth]
Take the train for the boat. Stephen G. Abbott. 189
Typo: "London & Blackwell" should be "London &
Blackwall".
Take the train for the boat. Chris Magner. 189
Comment on the picture on page 52 of a rebuilt
Scot at Chester en route to Holyhead from whence it would work the up Irish
Mail to Euston without stopping under mainly dim oil-lit signals. It
was especially tiring for the fireman who had to shovel tons of coal into
the firebox
Motorail trains, John Macnab. 189
See letter from Arnold Totorella. Nomenclature:
MCV: LMS term for motor car vans (D2026 from 1938) replaced by CCT: covered
carriage truck. In early open carriage trucks use to convey motor cars. Cites
David Larkin. BR parcels and passenger rated
stock. Volume 1. Kestrel Books. 2014 and
Hugh Longworth. British Railways
pre-nationalisation coching stock. Volumes 1 and 2. Crecy.
2018/2019.
The shadow franchise. Bruce Laws. 189
See Volume 35 for article by Richard Clarke
Ipswich. Stephen G. Abbott. 189.
Bacon Factory curve opened from Boss Hall Junction to the aptly named
Europa Junction on the main line to Stowmarket in May 2014 which enables
trains for Ely to avoid reversing in Ipswich station
Book reviews. 190
The Leader locomotive: Bulleid's great experiment.
Kevin Robertson. Manchester: Crecy Publishing. 304pp. Reviewed
by Phil Atkins.
Very extensive and highly generous review
North Eastern electric stock 1904-2020: its design
and development. Graeme Gleaves. Barnsley: Pen & Sword. Reviewed
by RL **
Highly critical of lack of referencing especially as the topic has
a rich literature, but reviewer notes author owns a Tyneside electric (but
does note which type)
Edwardian steam: a locomotive kaleidoscope. Philip
Atkins. Manchester: Crecy Publishing. 256pp. Reviewed by SDW *****
Glowing review
Close encounter of the Welshpool kind. rear cover
See also page 186
Former Caledonian Railway 439 class |
|
The way of the world. Michael Blakemoor. 195.
Editorial: mission statement that failed to germinate, rather like
the absurd lack of catenary over the majority of railway tracks in spite
of the visible growth of electricity generation in the North Sea and the
pathetic attempts to harness nuclear power on a vast scale (small is
beautiful).
Northamptonshire ironstone. David Idle. 196-7.
Colour photo-feature with captions by John Scholes:
Ring Haw in No. 3 Quarry; Ring Haw and Jacks Green top
and tail 16-ton tippler wagons underneath Ruston Bucyrus 43RB mechanical
shovel; Ring Haw working hard banking train on incline out of quarry;
Jacks Green backing off train; Jacks Green looking smart prior
to leaving for Nene Valley (Ring Haw joined North Norfolk Railway
later where Kevin thought it must be "King Haw"). All taken about 31 December
1970.
Stephen Roberts. Norfolk's railways. 198-206
The bulk of the railway in Norfolk has always been that built by the
Great Eastern Railway with its main focus on linking Norwich with London.
The British Railways Britannia class brought the best time down to two hours
and the present best time is 90 minutes. The LNER introduced the East
Anglian train, but this was slow, lacked the glamour of the streamliners
on the ECML, but did have two B17 class named East Anglian and City
of London dressed in pseudo Pacific style. Great Yarmouth is served
by an early railway from Norwich which managed to stage a terrible head-on
crash in ZZZ at the time the stretch was being doubled. King's Lynn is the
other key destination with trains going to King's Cross (and some going via
Thameslink to destinations south of the Thames) and to Liverpool Street.
Prior to closure in ZZZ Hunstanton was served by through coaches to
Liverpool Street and Wolferton served Sandringham from which Her Majesty
the Queen used to enjoy travel to visit her loyal subjects. Illustrations:
D16/3 4-4-0 No, 62597 about to leave for King's Lynn with train for Liverpool
Street; D16/3 4-4-0 No, 62597 leaving Melton Constable with train for Sheringham
in August 1958 (Trevor Owen: colour); B17 No. 61638 at Yarmouth Vauxhall
with arrival and passengers looking at indicator board; another B17? alongside
an another arrival (E. Alger: colour); B1 4-6-0 No. 61059 at Norwich Thorpe
with white discs indicating express on 25 January 1958 (Ben Brooksbank);
Britannia No. 70030 William Wordsworth at Norwich Thorpe presumably
backing out in 1960 (colour); F4 2-4-2T No. 67176 leaving Yarmouth Beach
for Lowestoft via Gorleston-on-Sea with holiday express ex Derby (Ben
Brooksbank); Tivetshall station (postcard posted November 1916); C12 4-4-2T
No. 67386 on local train at King's Lynn on 7 September 1957 (T.J. Edgington);
Wolferton station in 1921; Ivatt Class 4 2-6-0 No. 42108 at Melton Constable
on last day of services 28 February 1959 (David Lawrence: colour); Potter
Heigham station and post office on 22 January 1940 (postcard); Norwich Victoria
frontage with horse drawn cab in 1900s; V1 2-6-2T No. 7664 on long train
of corridor stock on 12.50 Cromer to Norwich and Liverpool Street at North
Walsham on 17 May 1948 (note single white disc); St. Ollave's station (postcard
posted October 1906); Sentinel steam railcar Tantivity at Caister
Camp with passengers at windows and holidaymakers on track (postcard posted
28 July 1935); Trimingham station in 1900s. See also letter from
Michael J. Smith on Middleton branch.
Paul Bowen. The early operating years of the Mid Wales Railway 1864-1888.
207-12.
Illustrations: Map; Poster for Grand Eisteddfod at Llanwrtyd Wells
on 26 August 1878; Newbridge on Wye (postcard 1902); Mid Wales Railway Share
Certificate; Powell family of Brochen, Llysdinam loading their farm at Newbridge
on Wye for removal to Brecon in 1930s; Unloading coal at Newbridge on Wye
in 1950s; Agricultural machinery on a flat railway wagon at Newbridge on
Wye; Mid Wales Railway instructions to limit speed on specific curves and
over facing points; St. Harmon station with station mistress Sarah Jones
and porter Tom Lewis; passenger train crossing River Wye leaving Boughrood
going south; Ivatt Class 2 2-6-0 No. 46523 on Moat Lane Junction to Brecon
train near Rhayader on 28 May 1958 (Trevor Owen: colour).
By the waters of Luddendenfoot. Gavin Morrison.
214-15.
Photo-feature: Patriot class No. 45517 on Liverpool Exchange to Newcastle
on Luddendenfoot troughs on 20 April 1961 (colour); Horwich 2-6-0 No. 42701
and class 5 No. 45284 on Newcastle to Red Bank newspaper empties on 23 July
1956 (black & white); BR Standard type 4 4-6-0 No. 75018 on 16.37 Manchester
Victoria to Leeds Central picking up water on 23 June 1961 (colour); ex-Midland
Railway 4F 0-6-0 No. 43852 picking up water en route to Sowerby Bridge with
a local freight on 23 July 1956 (black & white); ex-LMS Type 4 2-6-0
No. 43056 hauling single officers' inspection saloon
over troughs on 20 April 1961 (colour). See letter from
C.J. Lawson present owner of saloon
Rob Langham. Strikes, overcrowding. fishwives and zeppelin:
the first twenty years of the North Eastern Railway's electrics. Part One.
216-21.
Electric tramways opened in 1901 and this led to an over 60% reduction
in passenger traffic: in 1904 the Board decided to electrify the North Tyneside
suburban lines. This policy was greatly assisted by the advanced state of
electr ical technology in Newcastle and the presence of Merz & McLellan
electrical consultants and Joseph Swan in Sunderland who had developed the
e lectr ical incandescent lamp and Sir William Armstrong who used
hydro-electricity to power his mansion at Cragside. Services started with
power from the Neptune Bank generating station, but a broken shaft disrupted
progress until the larger Carrville station started to generate.
Stray electric current disrupted General Post Office telegraph lines and
this led to their duplication and protection and the laying of extra conductor
rails to draw away leaking currents. The North Eastern made much on passenger
safety: there were no passenger deaths on the electric system. But the staff,
children and horses which had strayed onto the line were less fortunate.
Rubber gloves and rubber mats were supplied to protect staff. Severe arcing
sometimes occurred and one train ran into a rail which had come to be in
contact with the conductor rail and this caused fire to spread to the passenger
compartment, but this was extinguished by sand. Bird strikes were a problem.
Covering with mesh made signal sighting difficult and in the end small porthole
windows were adopted. Sources were predominantly from Tyneside, but some
are from Aberdeen which has still to see an electric train. Illustrations:
Early coloured postcard despicting NER electric train (pink livery!); Colourised
image of NER electric train in correct livery at New Bridge Street (NERA);
Train formed of very mixed rolling stock and timber boards to protect live
rails whitewashed (John F. Mallon/NERA); Interior of electric train (coloured
image/NERA); Electric train at Tynemouth; Preserved electric parcels van
(colour); Electric locomotive for Quayside branch with bow-mounted collector;
Electric locomotive No. 1 with pantograph at South Trafalgar goods yard.
Part 2 see page 306.
Alan Tyson on the East Coast Route. 222-3
Black & white photo-feature: A3 No. 60108 Gay Crusader
leaving Peterborough with 12.05 semi-fast for King's Cross on 28 May
1962; V2 No. 60881 with double chimney leaving York wtth a northbound express
on 5 August 1961; A4 No. 60031 Golden Plover crossing Waterworks
crossing York with Saturday equivalent of The Elizabethan on 5 August
1961; A4 No. 60006 Sir Ralph Wedgwood passing Retford station on 9
September 1961; A1 No. 60136 Alcazar leaving Peterborough passing
under Crescent Bridge with an up express on 28 May 1962; A3 No. 60043 Brown
Jack leaving Edinburgh Waverley with 11.05 for King's Cross on 13 May
1962.
Scottish expeditions. Gerald Daniels.
Colour photo-feature with captions by Michael S. Welch: No. 1649 at
The Mound with the train to Dornoch on 10 September 1958; Ex-Caledonian 294
class 0-6-0 at Port of Mentieth level crossing with freight from Stirling;
Ex-Caledonian 294 (Jumbo) class 0-6-0 No. 57340 leaving Wigtown with freight
for Whithorn in early 1960s; B1 4-6-0 No. 61352 handing over single line
token at Banavie on 12.30 from Mallaig to Glasgow Queen Street on 2 September
1961 (Eileen & Kevin's Wedding Day) Ex-Caledonian design 439 class 0-4-4T
No. 55263 at Duror on Ballachulish branch on 5 May 1959; No. 1649 crossing
bridge at head of Loch Fleet having left The Mound with the freight train
to Dornoch on 10 September 1958; Crianlarich Upper station with 10.21 with
Glasgow Queen Street to Mallaig at platform on 8 September 1958
Jeffrey Wells. The Trent Valley line in the years 1845-1900.
227-33.
The initial attempts to gain Parliamentary approval for the line known
as the Manchester to Birmingham Extensión and its successor
, the Stafford & Rugby Railway both failed in spite of Sir Robert Peel's
desire for it, but a third attemt was successful on 16 July 1846.
John William Livock was the
architect. Illustrations: Platform 1 at Stafford station c1900; Western portico
of Shugborough Tunnel; Eastern portico of Shugborough Tunnel; Colwich station
designed by Livock; Rugeley station platforms in LNWR period;
Webb Teutonic 2-2-2-2 No. 1904 Jeannie Deans passing
through Lichfield Low Level station at high speed on 10.00 Scotch Express
see letter from Peter Davis on page 573 which firmly
asserts that Jeannie''s regular task was the 14.00 Corridor
outward and return; Webb Class E compound 2-8-0 No. 1017 passing Tamworth
Low Level with a train of loaded open wagons (lift to High Level & platform
buildings thereon clearly visible; Cauliflower 0-6-0 No. 1235 leaving Tamworth
passing water pumping station and signal box; Polesworth station entrance;
Irish Mail passing Atherstone station and level crossing; Atherstone
station with quadrupling in progress viewed from Watling Street Bridge; Lady
of the Lake 2-2-2 hauled train being loaded or unloaded with milk chrnns
at low platform at Nuneaton, Rugby station probably during WW1. See also
extensive letter from Barrett & Matthams and another
from Nick Daunt
Philip Atkins. 'ABC' absentees. 234-8.
Locomotives which were added to the stock of the Main Line companies
after the Grouping which failed to survive to enter the stock of the nationalised
British Railways. The majority had been ordered and designed by the pre-grouping
companies. Two "handsome" 0-6-0s built by the Yorkshire Engine Co. in 1923
for the Maryport & Carlisle Railway and numbered 12513 and 12514 by the
LMS were withdrawn in December 1933 and March 1934. Other than having different
chimneys and cabs they were identical to the Matthew Stirling 0-6-0s built
in Sheffield and Leeds for the Hull & Barnsley Railway between 1911 and
1914. These became LNER Class J28 and were fitted with new domed boilers
at Darlington Works, but all had been withdrawn by 1938. The Hughes Lancashire
& Yorkshire Railway four-cylinder 4-6-0s and related 4-6-4Ts had been
considered by Stanier for being fitted with taper boilers, but this was changed
to a "new-build" policy. All the tank engines went without beinng converted
to 4-6-0s, but in 1938 the worsening political situation led to the remaining
locomotives being kept in service.
Gordon Biddle. Williams revisited. 239-42.
Our iron roads: their history, construction and administration
(1852) and The Midland Railway: its rise and progress (1876) are both
assessed and appreciated for their significance to railway history: the former
is examined on a chapter by chapter basis — there are sixteen chapters.
The first covers 42 topics which range from coaching days to the early tramroads
and onto the Stockton & Darlington and Liverpool & Manchester Railways.
Chapter 2 records the early hostility to railways (Wordsworth and Colonel
Sibthorpe). Chaapter 3 covers railway promotion including the involvement
of Parliament. Chapter four assesses the nature of the routes to be followed
by railways to avoid steep inclines and concludes with the geometry of cuttings
especially deep ones. Chapter 5 continues this theme with especially difficult
earthworks over marshes and through cliffs. Chapter six covers notable tunnels.
Chapter seven covers notable viaducts and bridges and includes the train
ferries across the Forth which he termed "steam bridge" or "floating railway".
Chapter eight describes the permament way and includes the question of gauge
and what Biddle considers to be an out of place a description of a footplate
journey from Bedford through to the Metropolitan Railway with a change to
a condensing locomotive for the Kentish Town to Moorgate section. Chapter
nine covers stations and signalling. With the exception of Chapter 15 which
covers foreign railways rather thinly Chaper ten onwards is rather a melange,
but includes the Newark brake trials which were indicative that British r
aillways were beginning to take safety seriously. Illustrations: Shugborough
Tunnel; Shakespeare's Cliff (both engravings from Our iron roads);
Tring Cutting under construction (from
J.C. Bourne); Conway Tubular Bridge with Castle to left; Britannia Tubular
Bridge with Robert Stephenson insert (LNWR image); Junction signals (engraving
from Our iron roads); Midland Railway 4-4-0 No. 1330 with 7ft driving
wheels built by Dübs & Co. in 1877.
Tim Graves, A dangerous liaison: Stamp, Stanier, Gresley
and the Nazis. 243-7.
This is an excelllent thought provoking article with well-chosen
illustrations, but does not give access to key accounts in the Journal
of the Institution of Locomotive Engineers: see
also 1938 Volume 28 page 565 and others
Key members of the German party were
Richard Wagner (whom Stanier
regarded as a friend and was forced into retirement during WW2); and the
German Minister of Transport
Julius Dorpmüller.
By a "fortunate coincidence" E. Leslie Burgin, Minister of Transport, was
in Scotland at the time and was able to attend (Burgin was definitely an
appeaser. Guests at the Institution's Annual Dinner included the Earl of
Elgin (David Bruce), Sir James Lithgow, Col. A.H.L. Mount. the Lord Provost,
Sir Cecil Weir, John Craig and Sir James Lithgow. Past-Presidents who were
also there included W.A. Agnew, A.C. Carr, H. Kelway-Bamber, and Sir Nigel
Gresley. The chair was occupied by Mr. W.A. Stanier, the President. Illustratins:
Hitler looking out of a carriage window; Dawes Committee with Josiah Stamp
amongst members (Committee sought to soften effects of Treaty of Versailles
on German economy; Stamp shaking hand with Driver Bishop on Coronation
Scot at Euston on 9 January 1939 before setting out for the World's Fair
in the USA (David Neal); Stanier (portrait); Gresley on footplate of No.
4489 Dominion of Canada (Ronald Hillier); Richard Wagner (portrait);
Julius Dorpmüller saluting Hitler in 1937; photograph taken by member
of Institution of Locomotive Engineers on visit to Germany in 1936 of railway
workers in canteen with brown shirts and Rudolf Hess present (David Neal);
German Railways poster seeking British visitors (colour); Stanier with German
guests on arrival at Glasgow with one shaking hands with driver of Coronation
class Pacific Duchess of Gloucester and German party on Forth Bridge.
See also letter from I.A. Summers on page 381.
Taking the 'Orient Express'. Rodney Lissenden. 248-9.
Class 73 No. 73 129 in Network South East livery descending from Polhill
Tunnel towards Sevenoaks on 28 Narch 1999; English, Welsh
& Scottish Class 59 No. 59 202 Vale of White Horse passing Kemsing
station on 7 November 2002 printed in reverse see
apology; EWS liveried Class 37 No. 37 694 climbing away from Tonbridge
towards Tumbridge Wells en route to Hastings on 14 January 1998; EWS Class
66 No. 66 094 heading train from Battle to Victoria towards Polhill Tunnel
on 12 August 2002; Royal Train engine No. 47 799 Prince Henry working
VSOE from Victoria to Folkestone Harbour on 3 April 2003 (support van painted
in scarlet and yellow)
In the west of Wales. John White.250-2.
Black & white photo-feature: Manor class 4-6-0 No. 7826 Longworth
Manor at Llanpumpsaint on 10.35 Carmarthen to Aberystwyth on 30 July
1963; 4575 2-6-2T No. 5550 at Glogue with 17.45 from Cardigan to Whitland
on 1 September 1962; 74XX 0-6-0PT No. 7442 enteriong Abergwili station with
12,30 Carmarthen to Llandilo train on 29 July 1963; No. 7814 Fringford
Manor at Neyland shed having arrived on Capital United Express
on 31 July 1963; Hymek diesel hydraulic No. D7030 running round its train
(the 10.35 from Carmarthen) at Strata Florida on 20 February 1965; Cardigan
station with 45XX 2-6-2T No. 4569 on 15.40 from Whitland on 1 September 1962
whilst No. 5550 is backing on to take 17.45 back to Whitland; Cross Country
DMU at Pembroke station on 14.45 Pembroke Dock to Whitland service on 8 April
1967 (station building since demolished, but train service survives).
Readers' forum. 253-4.
What a lovely job this job is. James
Rogers.
A4 class No. 60023 Golden Eagle featured in a BBC television
documentary on York engine shed yard in which a member of the shed staff
spoke to the presenter — in the case of the A4 "this engine has just
brought in an express from King's Cross". The programme does not appear to
have ever been issued as a DVD.
Take the train for the boat. Stephen G.
Abbott.
An advantage of the Harwich to Hook of Holland route for overnight
journeys was the full night sleep on the boat. Dinner and breakfast were
served in style on the Hook Continental between Liverpool Street and
Parkeston Quay. The former North Country Continental lapsed into ever
more meager diesel multiple unit accommodation, every possible port of call
in Manchester and ultimate Lancashire destination and an exotic name:
Loreley. The Port Road to Stranraer closed in June 1965, not 1966
and trains from Euston were diverted via Mauchline and Ayr and then further
via Kilmarnock and Barassie from May 1975.
Take the train for the boat. Graham
Smith
The through service from King's Cross to Tyne Commission Quay ran
on Saturdays until at least November 1968 as writer used it on 9 November
for a day trip to visit a friend in Newcastle. The caption for the Orient
Line boat train at St. Pancras over states its length as platforms thereat
were short and some very short.
Take the train for the boat. Leonard
Rogers
The former North Country Continental changed to diesel traction
from the start of the 1961 summer timetable with electric traction between
Sheffield and Guide Bridge and steam thence from there. From September 1963
the train terminated at Manchester Piccadilly. From January 1970 the train
moved to the Hope Valley route with its expensive to maintain tunnels. The
GN/GE Joint Line via Lincoln was abandoned in May 1973 in favour of the route
via Peterborough, Grantham, Nottingham and Sheffield. From May 1982 it was
diverted to Manchester Victoria and extended to Glasgow and Edinburgh and
named The European.
Take the train for the boat. Bill
Beavis. 253-4.
The Norseman through service from King's Cross to Tyne Commission
Quay. Writer as a child observed A4 class and Deltic locomotives working
to/from Tyne Commission Quay. A1 Pacific No. 60130 Kestrel was
photographed at Monkseaton.
Take the train for the boat. Peter
Steer. 254.
Take the bus provided by the Isle of Man Steam Packet Co. from Lime
Street where the Manxman to the boat on the Mersey was berthed beneath
the Liver Building. It is possible to rail and sail to the Isle of Man by
using DMU from Preston to Heysham and thence on
Ben-my-Chree.
Aspects of the Manchester & Leeds Railway.
Keith Crowther. 254.
On page 23 of January Issue caption states "last of three tunnels":
there were four.
Frustrations of fuel efficiency. Bill
Taylor. 254.
Argues that the Franco-Crosti boiler was a waste of money and that
Ron Jarvis was involved in the design work.
Across Folkestone Harbour. Rodney Lissenden. rear
cover
Class 58 No. 58 020 Doncaster Works with Venice-Simplon-Orient
working on 23 July 2001.
GWR County 4-6-0 No. 1028 County of |
|
Nationalisation didn't stand a chance. A.J. Mullay. 259.
Guest Editorial. Following the collapse of Southeastern Trains the
Serious Fraud Office stepped in to keep services running by nationalisation
of the ccompany. Mullay is highly critical of the 1948 Nationalisation which
produced a diminutive Commission and a vast Railway Executive. Lord Hurcombe,
a senior civil servant brought in as Chairman of the Commission. See also
letter from L.A. Summers on page 445.
Working the Wensleydale stone. Keith Dungate. 260-1
Colour photo-feature: all locomotives featured type 37 in Railfreight
grey livery working in pairs on British Steel Teesside's two-axle limestone
wagons built by the Standard Wagon Co. at Heywood on Redmire
to Redcar workings: Nos. 37 514 and 37 517 at Redmire on the 14.24
to Tees Yard on 4 April 1989; Nos. 37 515 and 37 516 on the 14.24 to
Tees Yard on 14 June 1989 passing Preston-under-Scar on 14 June 1989
(Bolton Castle in background); Nos. 37 517 and 37 514 assemble their
train in former Redmire station platform on 4 April 1989; Nos. 37 517
and 37 514 near Wensley on 09.25 Redcar Mineral Terminal to Redmire empty
wagons on 4 April 1989; Nos. 37 515 and No. 37 516 near Harmby on the 14.24
to Tees Yard on 14 June 1989 (stone dust haze from above wagons).
Stephen G. Abbott. From Rugby to Peterborough: the heyday and demise
of a cross-country route. Part one. 262-70.
Illustrations: LMS development of LTSR 79 class 4-4-2T No.
41975 with single coach for Uppingham at Seaton Junction in 1958 (train arriving
in adjacent platform from Market Harborough (colour); map of route; Fairburn
2-6-4T No. 42062 departing Peterborough East with a corridor train for Rugby
in April 1964 (Peterborough East signal box dominating scene; ex-Midland
Railway 3F 0-6-0 on up freight at Thorpe-by-Water west of Seaton on 26 July
1955 (C.W. Harris); 4P Compound No. 41162 running into Seaton on a Peterborough
to Rugby train (C.W. Harris); King's Cliffe station (John Alsop Collection);
Stanier Class 4 2-6-4T No. 42487 on a Peterborough to Rugby train in May
1951 (ex-Midland Railway 0-4-4T in Uppingham bay) (John Alsop Collection);
Thorpe-by-Water level crossing (C.W. Harris); Wansford station exterior on
8 June 1954 (T.J. Edgington); Fairburn 2-6-4T No. 42601 entering Rockingham
station with a Peterborough to Rugby train on 23 April 1956 (C.W. Harris);
Austerity WD 2-8-0 No. 90156 assisting 4F 0-6-0 No. 44160 on a Whittlesea
to Spring Vale (Bilston) coke train on 9 October 1954 (C.W. Harris); two
Stanier 2-6-4T double-head special for Uppingham School on 4 October 1955;
(C.W. Harris); Wansford station looking towards Peterborough and level crossing
across A1 Great North Road (John Alsop Collection).
Mike Fenton. London Midland & Scottish — the camping coach
remembered. Part one. 270-5.
Stamp and
Byrom were highly skeptical of
camping coaches, despite the intervention of Sir Pendrill Charles Varrier-Jones
(born in Wales on 24 February 1883, died 30 January 1941) educated at
St. John's College, Cambridge, who created the Papworth Village Settlement,
for the treatment of tuberculosis and which became a model for other settlements
was greatly in favour of the camping coach concept. Ashton Daviies was charged
with implementing the caravan coach scheme once it became clear that the
other members of the Big Four were entering this market. The coaches had
accommodation for six people and unlike those on the other railways were
subject to a considerable rearrangement with the day room being separate
from the sleeping area where beds were arranged lengthways unlike those on
the LNER where a crossway was retained. The LMS sought the relatvely poor
working class market where only low cost return tickets and low cost
accommodation could be afforded, hence the behomoth of over thirty coaches
at Heysham, not very far from Morecambe. Rather further away was the
vehicle at Ingleton which could only be reached by walking through
the village. This reflected railway politics. The passenger station was that
of the Midland Railway which had acquired the Little North Western in a bid
to reach Scotland whilst the one used to stable the coach was on the LNWR
and on a section of line used solely as a divertionary route when the Settle
& Carlisle was closed for maintence or due to snow. The Burnley family
from Liverpool were not worried about the walk but were surprised when
their holiday hamper from Cooper's Grocery in Liverpool arrived in the cab
of a locomotive. From 1935 sites in Scotland and Northern Ireland were
added (the latter via the Northern Counties Committee and the coaches only
accommodated four). Illustrations: LMS enamel sign advertising camping coaches;
interior of coach hired by Clarke family at Dyserth in 1934 showing table
set for final evening dinner with napkins folded for meal and flowers on
table; fresh linen being delivered to caravaners at Bolton Abbey in 1935;
Torver on the Coniston branch with caravan coach and ladies in short trousers
(photograph taken by Kate Mallard in 1935); LMS list of caravan sites in
1936; caravan coaches at Pony-Pant in the Ledr Valley with coach No. 46040
in 1936 with Burnley family from Liverpool (David Norman); 34 caravan coaches
were berthed at Heysham where some of the occupants were photographed sunbathing
on rock strewn bank near sea; Drew family on roof of caravan coach photographing
others in family waltzing to music from wind-up gramophone; inside Derby
Works from carefully staged activity on caravan coaches (LMS Magazine).
See also letter from Author on page 445 concerning
Bolton Abbey and from Arnold Tortorella on the LMS
"failure" to promote their caravan coaches at Kyle of Lochalsh and other
publications which give further information on LMS activity in Scotland
David Andrews. A superseded idea: the four ages of the Stratford &
Moreton Tramway. 276-81.
Malleable iron rails were used for the first time south of Darlington
and were manufactured by John Bradley & Co. of Stourbridge and John Walker
of Wolverhampton. Glazebrooks with works near Dudley made all the cast iron
chairs.James Foster of Stourbridge produced all the points, switches and
crossings. Alexander Clunes Sherriff
of the Oxford, Worcester and Wolverhampton Railway and his assistant
Robert Hudson who in 1861 was
manager of the Stratford-upon-Avon Canal published a booklet on the Tramway.
Illustrations: original terminal buildings at Moreton-in-Marsh in 1966 before
destruction for supermarket in 1966 (R.K. Cope); tramway siding at Stratford
Wharf in 1910 (Jack Stretton-Ward of Leamington Spa); map; preserved tramway
wagon at Stratford in 1930s (R.S. Carpenter Collection); looking west from
Newbould Wharf with rails in situ (R.K. Cope); Newbould Wharf on 3
March 1918 with rails in situ (R.K. Cope); bridge over Stratford-upon-Avon
& Midland Junction Railway with Tramway rails still in place in 1910
(H.J. Stretton-Ward); map; approach to Stratford-upon-Avon south of bridge
across the Avon in March 1918 (R.K. Cope); bridge over River Avon looking
north c1910 (H.J. Stretton-Ward); map; preserved rail at Stratford
in 1930s (R.S. Carpenter Collection).
Jeffrey Wells, The LNWR's Branch: a promise unfulfilled. 282-6.
After a very long gestation which included starting from Galgate and
proposals by the Midland Railway the LNWR branch opened from the north end
of Lancaster Castle station to Glasson Dock on 4 July 1883. The contractors
for the line were Holme & Green of Wigan.
Tite was the architect for Lancaster
station which according to Wells was under the "direction" of "Mr Hembrow".
There were halts at Conder Green and Ashton Hall; the latter for the exclusive
use of its residents. The passenger service ended on 6 July 1930 and all
traffic ended beyond Freemans Wood on 7 September 1964. Illustrations: LNWR
locomotive at Glasson Dock station with smartly dressed passengers on platform;
map of Lancaster and Glasson Dock with River Lune; Lancaster station northbound
platform; Lancaster station facade (all John Alsop Collection); bridge
over River Conder (now cycle path); Glasson Dock station probably in LMS
period; Fairburn Class 4 2-6-4T No. 42136 at Glasson Dock with SLS/MLS
Northern Fells Rail Tour on 29 May 1960 (T.J. Edgington). Inevitably
Conder takes flight as Condor.
Hi-De-Hi Holidays: holiday camps served by train. 287.
Colour photo-feature: D16/3 4-4-0 No. 62613 leaves Gorleston-on-Sea
with an express going towards Lowestoft with Gorleston Super Holiday Camp
in background (Kevin used to take his grandson Kyle to school on site of
camp); BR Standard Class 4 2-6-0 No. 76096 at Butlin's Heads of Ayr Holiday
Camp on remnant of Maidens & Dunure Light Railway in August 1965; Butlin's
Filey Holiday Camp in terminal decline on 9 July 1977 with three two-car
DMUs on arriving train met by buggies from Camp to move guests and their
luggage to the Camp (J.S. Gilks).
Out with the County set. 288-91.
Colour photo-feature: [all Hawksworth 1000 class]: No. 1021 County
of Montgomery newly ex-Works outside Swindon shed on 1 November 1959
(R. Patterson); No. 1013 County of Dorset passing Tingley Junction
en route for Trowbridge and Westbury with three coaches and three vans in
1961 (P.M. Alexander); No. 1016 County of Hants leaving Newton Abbott
with Plymouth to Glasgow service on 21 September 1961; No. 1014 County
of Glamorgan on Cheltenham to Paddington express formed of carmine &
cream stock on 31 May 1958; No. 1026 County of Salop with
single chimney on 07..50 St. Austell to Wolverhampton Low Level leaving
Teignmouth in August 1957 (C. Hogg); No. 1002 County of Berks with
single chimney in lined black livery passing Twyford with a Penzance
express formed of carmine & cream stock (Trevor Owen); No.
1022 County of Stafford passing Johnson station en route for Carmarthen
passing local train with insulated van at rear going in opposite direction
(J.M. Cramp) see letter from John Macnab
on page 445 page 291 see letter from Stephrn G, Abbott
on page 573; No. 1011 County of Chester climbing Sapperton bank
en route from Gloucester to Swindon with Stephenson Locomtive Society special
on 20 September 1964.
Murray Tremeller. The career of James Robb Scott:
reassessing architectural practice of the Southern Railway. 292-8.
James Robb Scott
was the final architect on the LSWR and the first on the
Southern Railway. On the Southern he acquired seeveral assistants
of whom Rodney Harris,
Guy Morgan and
Edwin Maxwell Fry have been
identified. Three styles were adopted: historical (Baroque; neo-Georgian
and neoclassical); Modern and Streamline Moderne or Ar t Deco. Stephen Parissien
on English railway stations is cited. Illustrations: Victory Arch at Waterloo
Station in 1922 (LSWR War Memorial) (John Alsop Collection); Margate
station facade possibly work of Edwin Maxwell Fry opened in 1925 but photgraphed
on 25 October 1969 (John Alsop Collection); Margate station booking hall
(Author: colour); Ramsgate station facade on 21 March 1970 (John Alsop
Collection); Ramsgate station booking hall with coat of arms for Ramsgate
(Author: colour); Hastings station facade on 30 June 1964 demolished in 2004
(John Alsop Collection); Wimbledon Chase station facade with bold "SOUTHERN
RAILWAY" (1929) lift tower since demolished (John Alsop Collection); Wimbledon
station facade with British Rail and London Transport logos in April 2018
(Author: colour); Malden Manor station facade in Southern Railway ownership;
Chessington South station platforms.
Barry Taylor. From Barry to Finedon. 299. 2
illustrations
Alfred Grant Mason was born in the St. Andrew's District of Cardiff
on 12 December 1871. By 1890 he was employed by the Barry Docks &
Railway Co. as a parcel porter and then became a foreman porte. IIn
1891 he uncovered a ticket fraud at Penarth and from 1913 he was station
master for Barry, Barry Island and Barry Docks. He was also responsible
for the pleasure steamers based there, He
retiired in 1932. He died on 1 September 1940 in a motor vehicle accident
at Finedon when staying with his daughter. Illustrations: Alfred Grant
Mason in Barry Raillway station master's attire and in group photograph at
Barry station probably taken to mark his retirement in 1932.
BR standard gauge to Blaenau Ffestiniog. John Spencer Gilks (deceased).
300-1.
Black & white photo-feature: DMU approaching two mile long Festiniog
tunnel on 28 May 1970; DMU in blue livery near Roman Bridge in the valley
of Afon Lledr; 74XX No. 7417 at Trawsfynydd on local goods from Bala on 12
May 1958; view from guard's van of local freight from Bala near Trawsfynydd;
No. 7414 encounters No. 7442 at Festiniog.
The bridge high above the Forth. Gavin Morrison. 302-5.
Colour photo-feature: Forth Bridge: preserved A4 No. 60009 Union
of South Africa leaving the Forth Bridge at north end with the Festival
Flyer fom Edinburgh to Aberdeen on 1 September 1979; Arriving at Dalmeny
Class 101 DMU with Edinburgh bound service on 24 May 1975 (semaphore signals
and facing points visible); view taken from top of north cantilever on 5
June 2014 (in red refurbished state); view taken from top of north cantilever
with Class 66 far below on a freight on 11 July 2003; Class 158 coming off
south end with Perth to Edinburgh service on 23 August 1991; looking
down to the south from top of north cantilever (in red refurbished
state) on 5 June 2014; 14.00 King's Cross to Aberdeen high speed train (HST)
in GNR livery on 7 September 2017 leaving Bridge at north end whilst bridge
partially shrouded during refurbishment; Deltic No. 55 017The Durham Light
Infantry on 08.55 Edinburgh to Aberdeen six coach train on 20 April 1981;
frigate HMS Rapid heading for Rosyth between cantilevers on 31 May
1973; Centenary being celebrated by lighting at night on 24 August
1991.
Rob Langham. Strikes, overcrowding. fishwives and a
zeppelin: the first twenty years of the North Eastern Railway's Tyneside
electrics. Part Two. 306-11.
Part 1 see page 216. Accidents affecting electric
trains: Lt. Col.P.G. Von Donop was
appreciative of the extra workload imposed by electric trains when two collided
due mainly to signalman error at Manors East on 1 March 1913. mainly collisions
and excessive speed on approach to termini. Passengers' bad behaviour, including
some fuelled by alcohol. Riding on the steps seemed to as common place as
in India. Trains were bombed during WW1 mainly during Zeppelin raids. In
1916 six horses got over the fences and were electrocuted. Fire at Walkergate
depot on 11 August 1918 which led to bthe destruction of 34 cars and their
eventual replacemt by 1920 stock which had elliptical instead of clerestory
roofs. Design of snowploughs including one designed by Metz and McLellan
based on one used on the New York Interboroug Subway. A double ended
snowplough was designed at York and based on a shunter's wagon. Steel wire
brushes were used to scrape ice and snow off the conductor rail. Strikes
were either particular to the electric trains (there was a lack of provision
for meal breaks) or over company or national issues, The Newcastle Daily
Chronicle is a frequent source for information. Illustrations: two Tyneside
electric trains in Newcastle Central station (North Eastern Railway Association:
coloured image); interior of NER electric train (most passengers bowler hatted)
(Beamish Museum); electric train passing through Backworth station; cartoon
of electric train in Shields Daily Gazette on 3 October 1903; early
coloured postcard of Tyneside electric train (colour); landslide on electric
line in December 1915; train for New Bridge Street passing Benton station
(North Eastern Railway Association); strangely coloured postcard of electric
train at West Jesmond (almost Pullman livery)
Philadelphia story. David Sutcliffe. 312-13.
Black & white photo-feature: photographs taken on 8 June 1961:
0-6-0ST No. 63 built Robert Stephenson & Hawthorn in 1949 which went
to Philadelphia from Sherburn Hill Colliery in 1959 and 0-6-2T No. 29 built
by Kitson & Co. in 1904 and extant on the North Yorkshire Moors Railway
outside engine works next to coal staithes; 0-6-2T No. 57 built by Hawthorn,
Leslie in 1934
Peter Butler. The Wymington deviation. 314-16.
George
Hudson through his effort to create the Midland Railway
out of three separate companies, and the development of coal and ironstone
industries within their territory led to its bid to extend to London initially
via Bedford and Hitchin. In 1877 the piers on the viaduct at Sharnbrook began
to sink and the viaduct had to be replaced,
Charles Magniac was
involved in the direction of the railway by easing its way through his
estates. Charles Stanfield Wilson,
civil engineer, was employed in the construction of the deviation. Acknowledges
assistance of Geoffrey Webb of Bedford for assistance with working timetables.
The lines were threatened by rationalisation and the route through
Sharnbrook tunnel was reduced to single track, but double has been restored
and is being electrified. Illustrations: Wymington signal box on 30 April
1966; map of Wymington deviation, north portal of Sharnbrook tunnel on 16
November 1972; 8F No. 48225 passing Wymington on up coal train on 2 November
1965; viaducts at Sharnbrook; aqueduct at Wymington in 1872 before being
rebuilt.
Readers' forum. 317-18.
Gremlin attack. Editor. 317.
Page 248 (bottom photograph): printed in reverse
The J94 saddle tanks.Paul Blurton.
317
Re J94 crossing road at Longcliffe stated in caption, but not
so: A5012 between Fridon and Minninglow. Reasons stated and also destruction
of C&HPR station at Longcliffe by a dynosaur HGV.
Take the train for the boat. Peter
Neville.. 317
By 1963 the evening service which connected with the train from Stranraer
Harbour to Glasgow St. Enoch had become an ordinary DMU and lost the glamour
associated with boat trains (KPJ this is unfair on the InterCity units on
which Kevin & Eileen travelled as far as Paisley (Kevin) and Kilwinning
(Eileen)) when the engagement ring was given and worn just before Christmas
in 1960). On that holiday weekend the writer was only sixteen and the majority
of the passengers were drinking and the guard hustled him into the driver's
cab. (KPJ: were the passengers Rangers supporters and did the buffets
last that long?)
Take the train for the boat. John
Bushby. 317
Further to the article on British boat trains two other, albeit unlikely
places, which saw 'boat trains' of ssorts were Cardiff and Poole.
In April 1929 the Great Western Railway's (GWR) docks at Cardiff saw the
start of an occasional service for emigrant traffic to Canada despite the
port having no history of scheduled passenger services or proper passenger
facilities. The GWR provided terminal facilities such as they were, whilst
Canadian Pacific Railway (CPR) owned the ships. Use was made of the Queen
Alexandra Dock in the port complex with the CPR ships tying up alongside
the 'A' sorting and transshipment shed on the port's northern side.
Pre-embarkation formalities took place in the 'A' Shed presumably in a part
kept clear of cargo. The other side of the Queen Alexandra Dock was
given over to the coal shipping traffic whilst there was also a large steelworks
close by on its northem side, allo of which could hardly acted as incentives
to attract passenger traffic. Perhaps CPR and the GWR calculated tacitly
that emigrants excited about setting out on the first stage of a new life
would not care about their surroundings at their place of departure? However,
the facilities would never have matched up to the expectations of the high
end, trans-North Atlantic traffic which was firmly tied to Liverpool
and Southampton also becoming increasingly important.
Although details are ssparse and at times confusing, reports in the Cardiff-based
Western Mail suggest that on at least two occasions, the GWR ran 'special
boat trains' from Cardiff General station on to the quayside alongside the
'A' Shed where some sort of temporary platform was in place. The 'A' Shed
had a loading platform that ran the length of its south side used for
loading and discharging railway wagons. Was this perhaps utilised? Having
arrived at Cardiff General from elsewhere the emigrants changed there to
their 'boat train' for the short journey through the docks and brought them
alongside their ship and close to 'A' Shed!. On one occasion at least. through
carriages from elsewhere may have been worked over the docks lines but this
is not entirely clear from the press report. The Western Mail's
coverage went into hyper-enthusiastic overdrive predicting on
what basis other than a reporter with an uninhibited imagination, that this
was a new beginning for Cardiff which looked set to overtake Liverpool in
the trans-Atlantic passenger trade! This was at best, totally unfounded
speculation, if not sheer fantasy. As is the case today, the opinions of
unnamed 'experts' (a 'prominent Cardiff docks man' etc.) were enlisted to
give weight to the story. The Wall Street Crash of October 1929 and the
subsequent Great Depression seem to have soon ended the programme, which
was only of occasional nature anyway, by the third quarter of 1930 at the
latest. The Queen Alexandra Dock was to see plenty of 'boat trains'
of a different sort a decade or so later as its railway tracks close to and
parallel with the quayside made it very suitable for troops departing to
or arriving from overseas during World War II.
The CPR/GWR initiative at Cardiff can be seen in retrospect as the final
chapter in the story of attempts, or more accuratelly, suggestions and lobbying,
periodically made by South Wales interests to bring CPR's UK terminal to
somewhere on the South Wales coast. These began in the second half of the
1890s even before CPR entered the North Atlantic shipping trade in 1903.
At various times Barry, Fishguard, Cardiff, Milford Haven and Swansea were
all cited in this context. In September 1909, the GWR's General Agent in
Canada, R.H. Lea, had predicted great
things of a future CPR/GWR relationship at Fishguard when he had disembarked
there from the Cunard liner Lusitania. Given that he was speaking
to the local press pack at the time, was he giving them the story they
and doubtless his employer, wanted to hear? In the event Lea, and many others,
would have been disappointed regarding Fishguard's future, or lack
of, as a recognised trans-Atlantic passenger terminal be it for the CPR,
the GWR or anyone else. His unfulfilled predictions do not seem to have harmed
his career as he went on tobe the GWR's principal North America agent with
an office address on Fifth Avenue, New York City no less, In part, the pre-l9l4
excitement, or hubris surrounding CPR in some South Wales cities was stimulated
by visions of that company, though its combined shipping and rail services,
becoming an 'all British' route to the Far East as part of the greater 'imperial
project'. CP, however, was to remain faithful to Liverpool other than its
brief, belated and unsuccessful appearance at Cardiff for the enmigrant
traffic, irrespective of the South Wales-based press might think and print.
During World War II, unadvertised civilian-manned flying boat
services operated based at Poole Harbour in Dorset. These flew to and from
both North America and the Far East. They were routinely made available to
the public, being used solely for government business. In connection with
these services unadvertised trains were run to and from London. Occasional
references to these 'boat trains' in memoirs and other accounts. They
suggesst that they were very lightweight and consisted of only a locomotive
and a couple of coaching stock vehicles. Given the limited numbers that a
flying boat could carry and the restricted remit of the service this is
unsurprising. Passengers were given seats on the flights on a priority basis
very much confined to VIPs and those having urgent matters to transact overseas
that precluded a journey by sea. It seems that Government mail was
also carried again probably on a priority basis. References were made in
some accounts to 'Pullman' carriages used in the connecting train service
in some accounts (see J.N. Faulkner,
Rly Wld, 1984, 45, 242-7). Perhaps someone can comment further
on the accuracy of such statements [Editor's note: unfortunately the name
on the correspondence had been lost, but was revealed
in July Issue]
Observation cars. John Macnab. 317
Re rolling stock matters in Scottish Region writer worked in office
adjacent to Queen Street station and observed workings of LNER and Devon
Belle observation cars and in particular the 10.05 to Fort William with
several passengers already in the observation car viewinng with a mixture
of puzzlement and apprehension the grimy features of the N15 0-6-2T banking
engine with its muffled engine crew and the somewhat Heath Robinson
contraption that was attached to the coupling link that would, one hoped,
be unhooked and disconnected as soon as Cowlairs incline was surmounted.
The scenic pleaures did not begin until past Craigendoran.
Observation cars. Gerald Goodall.
317
Alistair Nisbet vdid nor mention use of former GWR 'special
saloon' No 9004 as an observation car between Inverness and Kyle of
Lochalsh for some years from 1982. This very interesting vehicle had windows
at both ends, though the gangway connections at both ends, rather than
full-width picture windows did get in a bit of the way of the view. Nevertheless,
the lack by then of a turntable at Kyle was not a disaadvantage. There
was just— only just— room at the buffer stops end of the run-round
loop for the vehicle to be positioned from the Inverness end of the train
to the Kyle end for the return journey.
In contrast the converted DMU trailer No. 54536 which Nisbet mentioned (and
which appeared in a bewildering variety of liveries) was of course one ended
and always placed at the Inverness end of the train. Passengers returning
from Kyle thus had an excellent view of the nose of the class 37 which by
then normally hauled them. these having been the first replacements
for the classes 26s and 24s. These were replaced by the 156s until the
current 158s took over with many of the seats failing to provide a view and
KPJ: the danger of boarding and alighting from curved platforms, Ends by
noting good fortune of retaining train services to the Far North and
to Mallaig and Oban.
Signal boxes around the Willesden Carriage Sheds.
Graham Floyd. 317
Writer was former Local Operations Manager Wembley Mainline SSC. Re
Willesden Sidings Signal Box the Low Level Goods Lines were not renamed until
the closure of Willesden Power Signal Box in 2000; the area being taken over
by Wembley Main Line Signalling Centre. The lines were renamed Up and Down
Relief 1 & 2 because they had been upgraded to passenger train standards
so that Connex South Central services could use them when travelling between
Milton Keynes and Clapham without crossing the West Coast Main Line on the
level.
He confirms that the Carriage Shed Signal Boxes are still open and points
out that Middle box was not cut down but was built to the height seen in
the photographs, the box though has been extensively altered at some stage
in the late 1970s or early 1980s.
An aadecdote from Carriage Shed South Box is that over the years he often
covered the on-call commitment for the area and the first call out was to
a derailment outside Carriage Shed South on the North Circular Road Bridge,
a number of years later his final call out was to a derailment at exactly
the same place.
Birmingham's Grand Central Station. Bob
Yate. 317-18
Memorres of the old New Street Firstly Daunt refers to the surviving
Curzon Street building as being part of the L&BR station. In fact., whilst
this building was intended to act as a façade for the station. It
was actually the 'Queen Victoria Hotel', but most usually referred to as
'Victoria Hotel'. It faced on to New Canal Streewhich nearby made a 90 degree
turn to the right into Curzon Street. The entrance for departures was
via an arched gateway to the right. The hotel was run as a separate enterprise
and the dining rooms enjoyed considerable local patronage, Eventuallly, an
extension was built to the left of the hotel to provide enhanced dining
facilities so that the gateway was moved round the cormer into Curzon Street.
The continuing reference to this as being part of the L&BR station is
incorrect as thus detailed in his book: The Grand Junction Railway from Stafford
to Birmingham (Book Law Publications, 2015) and is fully supported by detailed
research including press reports at the time.
Secondly, Daunt mentions that Platform 11 was not normally used for passenger
trains. He recalled the all-pervading fishy atmosphere at this platform as
several trains, mostly for the Redditch line, waited here for departure.
Reference to the departure notice at New Street for the period 12 September
1960 to 10 June 1961 reveals the following departures from the platform:
Redditch & Evesham 1 SO 1 SX, Worcester Shrub Hill 1 SX. By this time
most of the services to Redditch were composed of DMUs, with only the peak
time services being steam hauled.
Birmingham's Grand Central Station. Robert
Darlaston. 318
Early references to Navigation Street were only used at the planning
stage pricipally to indicate its proposed location. Later it briefly referred
to the temporary wooden platform at the western extremity of the construction
site, opened 1 July 1852. That was solely for trains from Wolverhampton via
the Stour Valley line and contemporary use of the name merely reflected the
fact that entrance was then from the street of the same name.
The 'Grand Central' title has a more complex history (according to
Richard Foster's three volume
history of the station whose identity is also daunting) having been used
in Acts of Parliament in 1846 when the station was first envisaged. The wording
'The Grand Central Station' (occasionally 'Great Central'!) was repeated
in other contemporary references (including the Illustrated London News)
simply reflecting the fact that a new, large, centrally located station would
replace other smaller stations lying well away from the town centre. It had
intitially been envisaged would be the only one in the town (even accommodating
Great Western trains) in which case it would be named 'Birmingham' without
further qualification being necessary. But access by the GWR was opposed
by the LNWR so Snow Hill opened on 1 October 1852. The completed station
at New Street opened for LNWR trains on 1 June 1854 and the suffix New Street
was added in the following November. The designation 'Grand Central' then
vanished for 160 years (apart from being appropriated in 1913 by New York's
famous terminal!) but in 2015 was appropriated by the new shopping centre
over New Street station, but not to the station itself (though the adjacent
Midland Metro tram stop is named thus. The John Lewis Department Store mentioned
by Daunt, closed permanently during the Covid pandemic, leavinng a shopping
void yet to be filled.
Before New Street station was built, t he site was occupied not by marshes
but by notorious slum properties. The town authorities were especially pleased
to see them removed and replaced by a building of which the traveller George
Borrow (1803-81) wrote: "the station alone is enough to make one proud of
being a modern Englishman". Would that one could say that of the confusing
21st century replacement!
On a separate, I might add that it's not entirely true to say that freight
trains were not seen at New Street. I recall in the late 1950s occasionally
seeing trains of vans pass through coming from Cadbury's at Bournville (three
miles away on the West Suburban Line), but it was certtainly unusual.
Birmingham's Grand Central Station. Gordon
Biddle . 318
Refers to his Great railway
stations published in 1986. New Street as Daunt states had "character"
and his recollections of it before World War II, like Daunt's afterwards,
were "memorable". It was the first large station that Biddle could remember.
In parrticular he remembered the large open signal platform on the footbrige
and the horns blown by shunters to tell drivers in the tunnels that the points
were set for them to emerge,
Private stations and waiting rooms on the HR.
Robin Leleux. 318
From early days railway building promoters faced opposition from the
few years destroy the nobility." Sure enough the L&BR was kept away to
landed interest, summed up by Sir Astley Cooper's remark to Robert Stephenson
when he was surveying the route for the Londom & Birmingham Railway.
"Gentlemen, if this sort of thing be permitted to go on you will in a very
the south west of his town of Hemel Hempstead. Other examples are legion,
including the Earl of Essex at Casiobury Park, Watford, and most notoriously
Lord Harborough at Saxby in east Leicestershire, 'his' sharp curve not being
eased until 1892. Strathpeffer is a useful Scottish example where the Kyle
line was forced away from the town by intransigent landowner opposition.
Support might be bought ot acknowledged by the design or placing of stations
and their facilities. The main stations on the Bedford Railway from Bletchley
(1846) imitated the estate buildings oln the nearby Duke of Bedford's estate,
while the Brocklesby station (1848-1993) on the Manchester Sheffield &
Lincolnshire's main line to Grimsby was built adjacent to the gates of the
Earl of Yarborough's Hall with a waiting room for him. Perhaps the most ornate
private waiting room was at Redmile station on the GN & LNW Joint line
in NE Leicestershire, built to serve the Duke of Rutland at nearby Belvoir
Castle. After it was demolished by BR the ornamental overmantel was saved
for the National Collection. So Scotland followed where England led.
Anne-Mary Paterson mentions the fire at Ballater which destroyed much of
the handsome wooden station. This was a devastating arson attack which came
not long after terrible local flooding. So Aberdeenshire Council determined
on thorough rebuilding as a symbol of community resurgence. Although much
damaged enough remained of the Royal Porch and Waiting Room to allow either
repair or expert replication and a superb job has been done. So the restored
station was entered for the 2019 National Railway Heritage Awards and carried
away the South Eastern Commercial Restoration Award. By happy chance the
awards were presented that year by Her Royal Highness Princess Anne, the
Princess Royal. Dunrobin Castle station was also an award winner albeit somewhat
earlier, in 1998. Daniel Brittain-Catlin, with the enthusiastic support of
the Sutherland Estate led by the Duchess restored the distinctive station
building to its former glory and won that year's Premier Award.
Book reviews. 318
The Lough Swilly remembered. Jim McBride.
Donegal Railway Heritage Centre. 64pp. Reviewed by DWM. ****, 318.
In the North West of Ireland, the Londonderry and Lough Swilly Railway
always seemed to exist in the shadow of its chrysanthenum-coloured neighbour,
the County Donegal. But the Lough Swilly was a redoubtable railway in its
own right. It's Burtonport Extension — a separate company with its own
rolling stock served some of the wildest and remotest parts of County Donegal.
In a couple of 4-8-4 tanks and two 4-8-0 tender locomotives it boasted
locomotives which were unique in the British Isles, which were the biggest
(by far) on the Irish narrow gauge and would have stood compaison by size,
with many of the locomotives operating on the standard gauge in ireland.
The railway which had opened in 1863, on the Irish standard gauge oof 5ft
3 in was converted to the 3ft gauge in 1885 and finally closed in 1953. But
not quite, as its bus service, the Swilly buses, ran until 2014 —
repressenting a railwaay company without trains!
This delightful publication is basically an old-fashioned pictorial album
— and none the worse for that. It covers the last years of the railway's
life, from the mid-thirties up until 1953. It begins with an invaluable map,
there is a brieg general introduction accompanied by a reprint of an article,
by the eminent railway author and historian E.M. Patterson, which was first
published in Trains Illustrated in 1953 before setting into the
photographs.
The are from the lenses of experts such as Casserley, Edgington, Powell Hendry
and the indominitable 'Ernie', take the reader on a journey westwards from
Londonderry to Tooban Junction, Buncrana, Letterkenny and Burtonport, calling
at many of the intermediate stations. Each picture, most of which are new
to the reviewer, is given a full page and is accompanied by a full and
informative and enthusiastic caption. The whole combines to give a full evocation
of the latter days of the Lough Swilly.
Several years ago your reviewer was delighted to be able the embryo Donegal
Railway Heritage Centre on whode behalf this book is published. He was, at
first, disapppointed to find the Centre closed but, having found a couple
of enthusiastic volunteers hard at work, a warm welcome and guided tour soon
followed an initial conversation. Bias may be showing but this is a book
— and a cause — well worth supporting.
How a steam locomotive works. Dominic Wells.
Crecy. 176pp. Reviewed by DWM. **** 318.
This bright and breezy volume is a new revised edition of a book first
published in 2015. Lavishly illustrated in full colour, both by photographs
and diagrams, it can be seen that this attractive volume works on two levels.
It is an excellent 'primer' to those — presumably not readers of
Backtrack?— who are coming new to the ever-fascinating subject
of the steam locomotives and for those 'who think they know' well. they're
bount to find that extra snippet of information.
The book progresses logically. There is an introduction the principles of
raising steam with boilers fired by both coal and oil. Succeeding chapters
examine using steam through components such as injector, ejectors, cylinders
and valve gears. And, of course there's the small matter of stopping
— vacuum and air brakes both!
The last sectionn of the book is concerned with contemporary operation
of steam locomotives and so provides a useful insight into today's
world of preserved steam.
Your reviewer has already complimented the splendidly illustrated nature
of this book — but a couple of the pictures are worthy of
comment. Figure 12:13 is captioned as Ursula of the Ravenglass &
Eskdale — in fact it's the Bassett-Lowke Atlantic which
is pictured. Figure 13:6 tacked on the side of 'Lord Nelson' hardly the way
to disfigure an important component of the National Collection item, surely?
Or ha s your reviewer missed something?
These are minor quibbles; this is an engaging and highly informative
book whick can be well recommended.
Seeking work at Sidmouth Junction. rear cover
Unrebuilt West Country Pacific No. 34015 Exmouth running light
engine through Sidmouth Junction station to work holiday return service in
August 1963. Station closed in 1967, but reopened as Feniton in 1971.
Former Southern Railway Lord Nelson |
|
Alan Taylor. The Fort William-Mallaig Line in 1986. 326-33.
The line was in the midst of change: Radio Electronic Token train
control was being introduced and prepartions were being made to replace most
locomotive powered trains by Class 156 Super Sprinter diesel multiple units.
By this time most signal boxes had closed, semaphore signal equipment waas
waiting removal and the new signalling centre at Banavie was being commissioned.
The writer and his friend travelled on the steam-hauled West Highlander train.
On the day of travel motive power was provided by Stanier Class 5 4-6-0 No.
44932 which appeasred to be in fine condition. Driver Ewan McLellan was in
charge aided by Fireman Reed. Ian Simpson of the Scott ish Railway Preservation
Society provided a running commentary for all that could not be seen on a
dreich wet June day. [KPJ was far more fortunate on his two trips: one in
1961 with steam power and the other in XXX with diesel locomotives. A visit
by car to Fort William in 20XX showed how wet it could be and the B&B
was right next to the Mallaig line]. The Royal Scotsman also featured
steam locomotive haulage over the Mallaig Line at that time and a second
steam locomotive based at Mallaig had to be employed. IIllustrations: all
by Gavin Morrison in colour unless specified otherwise: preserved Class 5
4-6-0 No. 5205 moves off yard at Fort William to take a special to Mallaig
on 28 March 1987 (with snow on ground); Class 37 No, 37 412 Loch Lomond
heads 10.05 Fort William to Mallaig past Banavie on 1 April 1987 (black
& white); Railfreight liveried (grey) No. 37 423 near Polnish on 2 April
1988; Class 20 No. 20 138 at Tam na Faire depot in Fort William on 30 March
1988; No. 37 405 Strathclyde Region nearing Glenfinnan station on
10.05 Fort William to Mallaig on 9 June 1988; No. 37 413 heads 14,15 Fort
William to Mallaig towards Banavie level crossing with Ben Nevis in background
(black & white); preserved Peppercorn K1 No. 2005 in apple green liver
y with green & cream Jacobite livery Mk1 rolling stock near Polnish
on 9 June 1988; No. 37 405 on Glenffinnan Viaduct with 14.95 ex-Fort William;
No. 37 405 Strathclyde Region near Loch Eilt returning from Mallaig
on 15.50 departure and No. 37 405 above Loch Dubh with 12,28 Mallaig departure;
Miles Macnair. More frustrations of fuel efficiency. Part One: Incomplete
combustion. 334-8
Combustion problems stemmed from the firebox end where poor ashpan
and firebar design could lead to huge fuel wastage and inadequate firing
instruction was wasteful in both fuel and human effort. At the smokebox end
the blastpipe was crucial to ensure that the exhaust steam acted as an efficient
source of draughting. Some notable locomotive designers, like Robinson on
the Great Central.seemed to ignore firebox and ashpan design. Derby traditions
led to inefficient Beyer-Garratts in the false quest for standard components.
Professsor Goss at Purdue University was the first to use a static
rollling road to devise mathematical formuulae for locomotive design. The
United States Master Mechanics issued guidedlines for blastpipe and
chimney dimensions. In 1928 Greley ordered two sets of Kylchap
blast arrangements from the Lentz agency in the UK intending to install them
on B12 4-6-0s, but they were diverted to Darlington to fit on D49 4-4-0s
Nos. 251 Derbyshire and No. 322 Huntingdonshire (the latter
a D49/3 was fitted with Lentz valve gear). The evaluations were abandoned
in less than a year probably for financial resasons. Later Gresley equipped
most of the P2 class ith Kylchap double chimneys and five of the A4 class
of which No. 4468 Mallard achieved its world sppeed record. Illustratios
& diagrams: Beyer-Garratt 2-8-2+2-8-2 blowing off steam and drenching
surroundings with unburnt cinders at Bulawayo in Zimbabwe in 2001 (Author:
colour), No. 4977 Beyer-Garratt 2-6-2+2-6-2 (outside Crewe Works with rotating
bunker (caption goes on to list deficiencies of Fowler/Derby modifications
to design), diagram of how not to design ashpans on large-wheeled locomotives
based on Great Central designs based on B1 and B2 4-6-0s of 1903 and 1912;
diagram of Master Mechanics blastpipe and chimney dimensions; Churchward
variable blastpipe orifice jumper; Webb double chimney fitted to 2-4-0 No.
1532 Hampden; LBSCR Billinton K class 2-6-0 No. 351 fitted with extended
smokebox and Lewis variable draft arrangement and pseudo double chimney;
and Kylchap single exhaust fitted by André Chapelon to locomotives
of Paris Orleans railway (Locomotive
Mag, 1929, 328). 35, 328)
Bob Judge as related to Paul Joyce. Memories of Angerstein
Wharf 1949-1951. 339-43.
Angerstein is part of the vocabulary of industrial South East London,
and was certainly the area became aware of marine and factory activities.
John Julius Angerstein was a brilliant Russian who came from St. Petersburg
and settled into the London City financial market: he as an undewriter when
aged 21 and was a founder member of Lloyds. His art collection in Blackheath
formed the basis for the National Galllery. The Wharf is named after
a descendent and was constructed in 1851/2. Bob Judge's father Herbert
(always known as Dick) Judge was Deputy Permanent Way Inspector at
Waterloo during the latter part of WW2 and was promoted to be Deputy Chief
PW Inspector based at the locomotive shed at Purley. In 1949 Bob Judge started
an apprenticeship at the Permament Way Depot at Angerstein Wharf. William
Christie & Co. Ltd. was a neighbour to the South Eastern Railway's Permanent
Way depot and was a major timber importer, especially from the Baltic. The
buildings were destroyed in a fire for which the date is not given:
the fire also destroyed the stationary engine which had powered most of the
machinery and many of the carpenters lost their tool kits. Bill Brooks, a
Canadian fitter worked a large Churchill Redman lathe. The works performed
repairs for other Southern PW depot's machinery and fior stone working machinery
at Meldon Quarry. Illustrations: Permanent Way depot and yard at Angerstein
Wharf with railway to Blackheath behind [above and to right KPJ's grandparents
lived in Victoria Way]; map; manganese steel pointwork for Borough Market
Junction assembled in yard at Edgar & Allen of Sheffield; Angerstein
Wharf looking across Thames to Victoria Docks with steam cranes ready to
load wagosn in siding; relaying junction at Lewisham with branch to
Deptford c1950; heavy steam crane involved in track relaying at Orpington
c1950 with Bob Judge clearly visible (Bob Judge); C class 0-6-0 No. 1037
(not at Angerstein, but type used there); New Cross large junction
replacement assembled prior to installation (Bob Judge)
Iain Kitt. Blyth spirit: a ghost line comes back to life. 344-51.
Written mainly to precelebrate the reopening of the Northumberland
Line, the somewhat penny pinching, not to be electrified mainly bits &
pieces of the Blyth & Tyne line. A thank you for voting Tory in Ashington
and Blyth. Illustrations: Two Detby lightweight diesel multiple units leave
Blyth on 8 August 1963 (C.J.B. Sanderson); Map of Blyth and Tyne network
in 1943; G5 class 0-4-4T No. 67340 with three coach train on the Avenue branch;
site on west bank of the coal staithes aat Blyth on 18 June 1955 (T.J.
Edgington); J27 0-6-0 No. 65882 with brake van at Backworth on 2 August 1966
(T.J. Edgington); G5 class 0-4-4T No. 67342 at Newbiggin station (Neville
Stead Collection); Table 1: Passenger annual numbers for 1920, 1927, 1937
and 1963 and regular passngers for stations on Blyth and Tyne network; G5
class 0-4-4T No. 67323 on push & pull unit at Monkseaton with train for
Newbiggin on 4 June 1958 (I.S. Carr); Metro-Cammell diesel multiple units
(DMUs) at Ashington station with services to Newbiggin and Monkseaton in
1958; G5 class 0-4-4T No. 67323 on push & pull unit at Newsham station;
September 1964 timetable: Monkseaton, Blyth and Newbiggin; J27 0-6-0 No.
65805 brings coal empties through Hartley on 4 August 1965 with United bus
for Seaton Sluice outside (T.J. Edgington); GB Railfreight Class 60 No. 60
021 with train of biomass for Lynemouth power station in February 2021 (Author:
colour); Map with Northumberland Line and part of Tyne & Wear Metro and
ECML
Keeping the goods and parcels moving. Simon Lathlane. 352-4.
Colour photo-feature: A1 class No. 60133 Pommern with 18.32
King's Cross to York parcels at Wood Green on 17 May 1963; Stanier Class
5 4-6-0 No. 44826 approaching Skipton South Junction and switched onto loop
for section to Snaygill (first wagon loaded with containers of gypsum); Class
8F 2-8-0 No. 48602 with train of coal empties passes Sowerby Bridge on 26
August 1966; Britannia class 4-6-2 No. 70039 minus nameplates approaching
Penrith station with southbound unfitted freight (tall signal box gave signalman
view over adjacent bridge; Hawksworth Modified Hall No. 7910 Hown Hall
picking up water at Goring water troughs on up express parcels on 1 September
1962; Class 5 No. 45392 passing through Oxford station with southbound parcels
train on 7 April 1965.
Richard Clarke. Back on the Erewash in 1968. 355-9
Richard Clarke reported his adventures at Kimberley East signal box
in Volume 34 and at Nortolt Junction in
Volume 35. In 1968 major work was in progress to
institute power signalling on the Midland Main Line and this led to redundancies
(Clarke entered the music industry, Describes two accidents: the derailment
of a petrol train with 100-ton tank wagons on a crossing between Wingfield
and Crich Junction when Clarke was called upon to act as pilot during single
line working on a Class 45 on the Newcastlte to Bristol sleeper mail train
returning on a Class 25 Birmingham Curzon Street to Sheffield parcels train.
The other involved a run-away Leeds to Leicester express
freight which ran into a freight crossing the tracks at Stanton Gate
South Junction in which the driver of the train lost his life.
Illustrations: Wingfield signal box in 1968; Hasland Sidings track &
signalling plan prior to closure of locomotive shed in 1964; two ex-LMS 3F
Jinty 0-6-0Ts Nos. 47383 and 47289 at Williamthorpe Colliery; A3 No, 4472
Flying Scotsman approaching Hasland Sidings box with a St . Pancras
to Keighley special on 23 March 1968; Hasland Sidings layout in 1968; Jubilee
4-6-0 No. 45562 Alberta storms north at Ambergate in December 1966 (Alan
Bowler): Clay Cross North Junction track & signalling plan; Trent Station
|North Junction signal box interior in August 1969 with signalmen Cox and
Turley, regulator Alan Rose and telegraph clerk Derek Button (Alan
Bowler).
David Joy. Ingleton: forgotten frontier. 360-7.
Michael S. Elton (Backtrack, 2012, 26,
331) described the battles between the London & North
Western and Midland Railways which led to the construction of the Settle
and Carlisle Line with its costly tunnels and viaducts over high ground exposed
to blockage by snow. The starting point is the North Western Railway, often
known as the Little North Western formed in June 1846 to build a main liine
from Skipton via Settle and Ingleton to Low Gill to connect with the Lancaster
& Carlisle Raillway. There would be a branch from Clapham to Lancaster.
The North Western Railway had i tts fo rmal opening on from Skipton to Ingleton
on 28 July 1849. Completion of the line from Clapham to Lancaster left Ingleton
on a branch line on 1 June 1850 and services were withdrawn from the Ingleton
branch. In 1857 the Midland and the Lancaster & Carlisle Raillway promoted
rival schemes to complete the gap. The Lancaster company was favoured and
in 1858 work started. In 1859 the Midland Railway leased the Little North
Western and the LNWR leased the Lancaster & Carlisle Raillway. Illustrations:
Leeds to Penrith excursion hauled by Stanier Class 5 4-6-0 crossing Low Gill
Viaduct) view now filled with polluted air off M6 motorway (photographed
off train by Peter Sunderland: colour); Map: Clapham to Low Gill former railways;
Class 25 diesel electric with seven corrodor coaches on a Morecambe to Leeds
proper train at Clapham Junction on 12 March 1966 (Gavin Morrison: colour);
Ingleton Viaduct with possible train used by Board of Trade inspector on
27 August 1861 prior to sanctioning passenger traffic to use it; commercial
postcard of Ingleton with Ingleborough dominating view and passenger train
on viaduct c1910; Sedburgh station; former Midland Railway engine shed at
Ingleton; Ingleton Thornton ex-LNWR corrugated iron engine shed; Fowler 2-6-2T
No. 40067 at Barbon in snow with passenger train about to leave for Low Gill
on last day 30 January 1954 (John Oxley); Fowler 2-6-2T with push & pull
unit? at Low Gill on last day 30 January 1954 (Cumbrian Railways Association):
free from snow; Class 4 2-6-0 No. 43035 on thrice weekly freight train at
Ingleton Midland station looking towards Low Gill on 30 May 1960 (John Spencer
Gilks); Barbon station and level crossing in May 1960 (John Spencer Gilks);
Class 4 2-6-0 No. 43035 shunting at Sedburgh on 30 May 1960 with freight
from Kirkby Lonsdale which ceased on 1 October 1964 (John Spencer Gilks);
No. 46233 Duchess of Sutherland on up Royal Scot between Ingleton
and Clapham divered from Low Gill via Hellifield and Blackburn due to
enginneering work on 22 November 1959 (Peter Sunderland); Class 5 No. 45081
running tender first with empty stock from Sedburgh School chartered special
crossing the Lune Viaduct on 17 Septeember 1964 (Derek Cross); Ivatt Class
4 2-6-0 No. 43009 about to join West Coast Main Line with freight consisting
of two wagons from Kirkby Lonsdale line on 21 August 1964 (Derek Cross:
colour).
The LMS Garratts at large. John Edgington Collection. 368-9.
Black & white photo-feature: No. 4999 with open top bunker near
Loughborough on 30 July 1927; No. 7967 at Toton shed showing rotary bunkrt;
No. 47982 paasing through Kettering station with a coal train for London;
No. 7997 near Trowell with a train mainly of hopper wagons (for ironstone?);
No. 47994 at Wellingborough in October 1957 viewed from above showing rotary
bunkrt and with train of ironstone?; No. 47995 neaar Chiltern Green with
a mixed freight including some coal heading for London on 28 July 1951
Royal travels. Gavin Morrison. 370-2.
Photo-feature all of the Royal Train: No. 47 522 preparing to leave
for Northallerton shortly after midnight on 10 June 1980 (black & white:
remainder colour unless otherwise noted); tender-first Jubilee No. 45562
Alberta hauling empty stock through Nidd Bridge after it had delivered
the Duke of Edinburgh there on the early morning of 30 May 1967; Great Western
style liveried Class 47 No. 47 484 Isambard Kingdom Brunel
at Goose Hill Junction near Normanton en route to Harrogate on 4 April
1985; No. 47 702 St. Cuthbert in Scotrail livery coming off south
end of Culloden Viaduct on 3 July 1987 (black & white); No. 47 799
Prince Henry in royal purple livery after taking the Royal Train to
Bradford Forster Square retuning to Shipley Bradford Junction on 27 March
1997; No. 70000 Britannia taking Prince Charles to Wakefield Kirkgate
on 24 January 2012; No. 6233 Duchess of Sutherland at Waitby near
Kirkby Stephen between Hellifield and Carlisle on 22 March 2005.
Peter Butler. A Beyer Garratt at Bedford. 373.
No. 4998 with open top bunker at Bedford: two photographs one with
Bedford Central signal box behind and the other in the yard of Bedford locomotive
depot.
Mike Fenton. London Midland & Scottish — the
camping coach behemoth. Part Two. 374-80.
During WW2 the LMS had hoped to use its camping coaches for emergency
staff accommodation, but the government ministries intervened ordering the
m to be used as required. The Home Guard was regarded as a worthy use
by the Company. Some used by American troops and were only fit
for breaking up when released. After WW2 only the Southern Railway reintroduced
campiing coaches using eighteen coaches of its pre-war stock. Under British
Railways a national scheme was restarted in 1952, but the London Midland
Region never attained the massive extent of the LMS operation. Illustrations:
LMS Camping Coach Holidays 1939 (brochure cover: colour); Spence family from
Leeds at Montrose caravan coach in 1937 (Mínnie Hudson); Morton family
from Warwickshire at Downhill NCC camping coach (Norah Morton); Downhill
NCC camping coach beneath cliffs; dining room interior of LMS caravan
coach; LMS camping coach at Coniston with Donnelly children from Hertfordshire
going down for bathe (Ann Donnelly: colour); Station Master Rioch at Fortrose
on the Black Isle (Edith Cairns); Grace and Joseph Edwards sitting
in deck chairs at Knott End beside camping coach (Grace Holme); Grace
Edwards aged ten in family group outside camping coach at Knott
End(Grace Holme); camping coach at Nantclwyd between Corwen and Denbigh
in September 1939 (Marjory Richards); LMS caravan coaches including 50ft
Midland clerestory coirridor coach being prepared at Derby Works for 1937
season including twelve for Squires Gate. See also letter
from Dr. Harvey about bed bugs on page 573.
Readers' forum. 381-2
A dangerous liaison. L.A Summers. 381
Re Tim Graves`s article in the April Backtrack highlighting the
relarionsbsp between British railway engineers and therr counterparts in
Nazi Germany. A book could be written on this issue but I will restrict myself
to two points, firstly, that Graves, while adequately summing up the situation
in the years between l919 and 1939 does not go deeply enough into the
contemporary zeitgeist in Britain, since the l950s, we have had no experience
of the deep schism that existed in those years between the Conservative right
and the Socialist left, with the former, obsessed with financial orthodoxy,
scared witless of communism and fearing revolution, with the latter, justifiably
concerned about economic policy and social conditions, and sometimes over
enthusiastic about what it saw as the positive results of communism. In those
circumstances, railway managers at most levels above the workshop floor would,
inevitably, have supported centre right governments, and been opposed to
industrial action which seemed, in their minds, to be the precursor to
revolution. Thus a degree of appreciation for what was happening tn Germany
was not inevitable, but it is certainly understandable. As an aside Stamp
was also an enthusiast for American business administration.
The members of most professions appreciate meeting their contemporaries wherever
they are and there is a modern parallel with British railway engineers ignoring
political reality in order to meet engineers from the Reichsbahn, in the
apartheid era, British cricketers supporting racist South Africa by going
there to play was a scandal, maybe only a minor example, but it as example
enough. Managers inclined to the right in politics, particularly if they
had an apolitical outlook. would not find it difficult to ignore what was
happening tn Nazi Germany, or indeed, to not comprehend the nature of what
was going on. Fools rather than blackguards I think. Remember that. by contrast,
the proprietor of the Daily Mail openly supported Hitler almost to the end
of the peace period,
My second point concerns the personality of Richard Wagner, chief locomotive
engineer of the Reichsbahn to whom I think Graves is a little unfair. The
historian has to look at these events from the angle of what was the alternative
within a dictatorship? There is a modern equivalence, what do we think of
administration officials who continued to work for Trump even after his
enormities became evident? To retain one's appointment within the administration
raises the question, was this collaboration with an internal enemy of the
state, should they have refused to do so? The sensible answer is to acknowledge
that resigning would have been very damaging to one's career and family
well-being, and possibly to be seen as a traitor. That Wagner was not a willing
Nazi, unlike Dorpmuller is I think evident from a paragraph in
World Steam in the Twentieth Century
(E.S. Cox l969). Cox was, of course, part of the Stanier entourage.
nonetheless his words are worth referencing. "Wagner seemed a very perfunctory
adherent of the Nazi party which had in due course so completely infiltrated
the affairs of the whole country, including railways, and unlike some of
his henchmen, his ‘Heil Hitler' greeting to colleagues
and subordinates. then obligatory, lacked a good deal in precision and zest.
Wagner remained in post until 1942, well into the war, but note that he did
not stay on, but retired when he came of age, something he might not have
done had he been an out and out Nazi. More reprehensible to me at least,
is Friedrick Witte, Wagner's successor, who stayed in office well into the
Bundesbahn period, What does that say about Adenauer's Germany?
In conclusion I cannot help but notice just how painfully relative all is
to the present day.
The Chessington Branch. John Roake.
Two stations were planned on the unbuilt section between Chessington
South and Leatherhead,. As a lad I worked at Chessington Zoo (now Chessington
World of Adventures) and I well remember the hard slog on my bicycle up the
steep hill adjacent to the golf course and I have always wondered what the
railway gradients were going to have to be to achieve the ascent/descent
of that hill. At some time, I think in the 1950s, a concrete- posted fence
went up across a held on a curve to delineate the boundary of the proposed
line where it was to meet with the Epsom-Leatherhead existing tracks. A look
at the appropriate Google Map shows that there is a triangular field behind
the Bridge Youth Centre curving round behind the housing estate and for a
short distance runnrng alongside the M25 sllp-road. This would have been
the intended line of the extension, As it has not [yet] been built on, one
wonders if it is still railway-owned land.
Ruabon to Barmouth. Chris Magner
Pannrer No. 9669 (p. l56} carne on at Llangollen Goods junction to
pilot the train up the bank to Trevor. Ivatt class 2MT No..46446 (p. 157)
worked the final passenger service on the line, the nominal 21.50 Barmouth
to Dolgellau on Saturday evening 16 January l965. There was an emergency
timetable at the time so departure may have been shortly after this A large
crowd gathered at Dolgellau on its arrival and the Welsh National Anthem
was sung along with Welsh funeral hymns before No. 46446 returned to Penmaenpool
shed.. On Monday ll January the early shift booked on for the last time.
lvatt Class 2MT No. 4l204 worked the empty coaches from Bala. Penmaenpool
fireman Terry Lloyd said it was the saddest day of his railway career. The
men had to return by bus. There was one 'last' train. On 17 October l965
BR Standard Class 4MT No.7S038 worked a p/way train from Morfa Mawddach to
Garneddwen loop to recover some of the pointwork needed by the engineer for
a section of the Cambrian line. Track lifting started in summer 1968. The
last movement of all was to remove the camping coaches at Morfa Mawddach
for further use on the coast line. And so the Ruabon to Barmouth line passed
into history. Perusing the objections to closure glven at the TUCC Hearing
it was interesting to note that many objections to closure were for health
reasons, NHS staff residing in the area who used the trains working in Wrexham
and Liverpool Hospltals, local residents who used the trains to attend Wrexham,
Chester and Merseyside Hospitals for their appointments. As one Dolgellau
resident sald, "Dr. Beechrng should come here and see what it was like to
live for two weeks without a car". A number of Bala·bound passengers
had a ‘ lucky escape. It had rained most of the day on
Saturday l2 December 1964. lvatt Class 2MT No, 41241 worked the 21.28 Wrexham
to Bala service. Neither the crew or the passengers were aware it was to
be the last ever train. Not long after \ the train reached Bala the line
breached between Corwen and Bala Junction with the track washed out. Driver
Tom Phillips by chance met some of his passengers in Bala on the Sunday morning.
He said, "We were very lucky last night, Mrs Evans. The embankment was washed
away between Llandrillo and Llandderfel just as we passed over."
Spying in Darlington. Arnold Tortorella.
Re survey by Mullay of the competition between railways and canals
in the early years of the twentieth century. A recent reading of the LMS
Northern Division Minute book has revealed the following:
Traffic Sub-committee held at 302 Buchanan Street, Glasgow.
Date 11 May I947 Item No. 2308
Forth and Clyde Canal
Reported that the Forth and Clyde Canal which ran from Grangemouth to Bowllng
with a branch from Stockingfield to Glasgow, the total length of the canal
being 38 miles 74 chains. and had been authorised by Parliament in l768 and
opened for traffic in l790; that in 1846 was amalgamated with the Monkland
Canal, and vested in the Caledonian Railway by an Act of l867.
Reported further that for many years the tonnage of traffic carried on the
Forth and Clyde Canal and Monkland canals had steadily decreased. In l866
the tonnage was about 3,000,000: in 1938 the tonnage was 110,000 and in 1945
it was only 25,000. No traffic had passed over the Monkland Canal since 1936,
and it was at present the subject of a notice of application for abandonment
with the right to convey water.
"Reported also that the principal reason for the gradual decline in the traffic
conveyed was the exhaustion of many of the stone and iron ore pits in the
vicinity of the canals. The Railway Company was under the statutory obligation
to keep the waterway in a good state of repair.
Since 1923 the amount spent on maintenance had been reduced to a minimum.
Between 1884 and 1911 the maximum expendrture in any one year had been
£14,340 0s 0d in 1903, in 1945 the amount had been £13,717 0s 0d,
representing in volume about one quarter of the maintenance work undertaken
in 1903.
"Much deferred maintenance now required to be undertaken otherwise the canal
would become a danger. To overtake the arrears and put the canal into an
efficient state of to deal with the traffic, it was estimated that in addition
to the present annual marntenance expenditure of £13,717 0s 0d a further
£29,000, based on present day wage costs, would have to be incurred
over the next ten years at least — a total of approximately £420,000
0s 0d. Also. in the first two years it was estimated £10,000 0s 0d per
annurn would require to be spent on the removal of weed growth from the Monkland
Canal, which acted as a feeder to the main canal.
'There had been no credit balance in respect of the Forth and Clyde Canal
since 1913 — the sum of £7,154 0s 0d; in 1921 the debit balance
had been £58,525 0s 0d, and in 1938 it had been £7,204 0s 0d. In
1945 it was £13,907 0s 0d.
The steady fall in the volume of traffic indicated that the usefulness of
the waterway as a traffic artery had passed, and there was no prospect of
increased busrness. Having regard to the present positron, consideration
had been given as to whether application should be made for powers of
abandonment, but in vrew of the Transport Bill now before Parliament, it
was considered that the present was not an opportune time to apply for an
order.
As it was felt that some value could be placed upon the retention of the
canal in traffrc workrng order in the national interest, or as part of a
wider scheme of development, the matter, after consideration by the LMS Executive
Committee, had been submitted to the Ministers of Transport. "It had been
sugested to the Minister that until the future of the canal had been settled,
an expenditure of the amount referred to could not be justifred, and that
the appropriate course was to carry on for the present, with the minimum
necessary outlay on rnaintenance to secure the safety of the canal. "The
Minister had agreed to the suggestion, and arrangements had been made accordingly
".
The Trent Valley Line in the news. Dave Barrett
and Robin Mathams
We olfer clarification on some of the points in Jeffrey Wells's excellent
artlcle on the Trent Valley l.ine (April Issue. The caption for the photograph
of Stafford station descnbes the station as the exact beginning of the Trent
Valley line, Stafford statlon was on the Grand Junction line and the exact
start of the Trent Valley line is at Stafford Trent Valley Junction, a half
mile south of the station. Similarly the Rugby station photograph caption
describes the station as the southernmost point of the TVR, in fact this
was at Rugby Trent Valley junction, around three-quarters of a mile north
of the station, Rugby being on the London & Birmingham Railway.
The caption for the photograph of the Shugborough Tunnel western portal states:
"the influence of Lord Lichfield gave the LNWR the option to divert its line
or construct a tunnel". However, evidence, in the fonn of correspondence
with the TVR Co. and the TVR Co and LNWR committee minutes reveals the true
story, the negotiations with the Ansons were undertaken by Edward Tootal
on behalf of the TVR Co., and at the time, because Lord Lichfield {Thomas
Anson) was living in Naples, the negotiations were left to his brother, their
agent, and their solicitor, The Anson brothers were effectrvely bankrupt
due to high living and gambling debts.
For topographical reasons, from the outset the TVR Co wanted its railway
to go through the Shugborough Estate with a tumel under the Satnall Hills
ridge to which Lord Lichfield vehemently objected. However, hls solicitor
immediately realised that allowing the line through the Estate would attract
a higher amount of compensation, rather than other routes across other landowners
lands which would reduce the compensation and Lichfield's brother immediately
saw the point. thus putting the two brothers at odds. Eventually, Lord Lichfield
reluctantly changed his mind. accepting an offer of £30,000 compensation
from the TVR Co There as a commonly held view that Lord Lichfield demanded
a tunnel to hide the rarlway; however. because of the TVR's desired route
Lord Lichfield was getting a tunnel anyway and there was no need to demand
one. and there is no verihable evidence that he did. However, the TVR Co.
did slightly adjust the tunnel alignment for an unknown reason, which may
have grven rise to the mistaken view. The article also states the dinner
for the tunnel workers was to the Clifford Arms, Hayward', which in fact
is in the nearby vnllage of Great Haywood.
Regardlng the Shugborough Tunnel portals, the art historian Niklaus Pevsner
stated they were designed by John Livock, the Trent Valley Rallway's consultant
archrtect. and whilst this is probably the case. so far, no evidence to verify
the fact has been found.
The caption of the photograph of Colwich station states the station building
visible on the left was designed by Livock. The station was remodelled in
1870 including building the island platform from whneh the photograph was
taken and the station building referred to was part of that projeet and not
designed by Livock. The originall Livock building [Grade II Listed] is obscured
by the 1870 building and survives as a private residence.
The caption also states Colwich station was built for the convenience of
Lord Lichfield, a view widely held by many locally. However, the provisision
of the station had nothing to do with Lord Lichfield, it being bullt where
the railway crossed an important Turnpike Road, and where the junction with
the projected North Staffordshire Railway's line was planned. During the
negotiations with the TVR Co., Lord Lichfield asked for the provision of
a private siding for the use of the Earl and his friends. The Railway Co,
refused and the LNWR committee's minute of ll November 1847 recorded that
the committee's Secretary, Edward Watkin (the famous one) reported that at
the time of the agreement between Lord Lichfield and the Railway there was
no intention by the Railway to provrde a siding and the wish uf the Earl
would be adequately met by nearby Colwich station which probably gave rise
to the misapprehension.
The caption for the photograph at Rugeley station states that the timber
crossing was there for passengers, which had been the case because by the
time the photograph was taken a footbndge had been erected. the ramp wlth
its railings leading to the bridge staircase visible on the left. Although
the caption refers to Wilson's Gazeteer of 1872/73, the photograph
was taken after 1891 when the footbridge and the long up platform canopy
extension to the new bridge — also in the photograph — were erected.
The caption also gives the impression that the nearby Lea Hall Colliery was
in existence at the time, in fact it opened some 70 years later, in 1960!
Turning to the delay in opening the line to traffic because of the bridges
being tested in the aftermath of the collapse of Robert Stephenson's Dee
Bridge. All the bridges had been inspected along with the rest of the line,
before the planned opening date (26 June 1847) and the delay only concerned
the six bridges of a compound-girder type designed by Thomas Gooch. TVR Chief
Engineer, with a span between 44ft and 70ft and which were an upgraded version
of Stephenson's Dee Bridge design. Robert Stephenson (consultant engineer
to the TVR) advised against opening the line until these bridges had been
subjected to further tests because of higher train speeds and the ude of
heavier locomotives. Supervised by Stephenson the additional tests proved
them fit for purpose but Gooth advocated strengthening them anyway to allay
public fears, the strengthening work adding to the delay The line opened
to through goods and limited local passenger traffiic on 15 September 1847
(l75 years ago in 2021), opening fully on 1 December.
The Trent Valley Line in the news. Nck Daunt.
382
In his caption to the picture of a Webb Class E 2-8-0 at Tamworth,
Jeffrey Wells speculates that Tamworth would have been 'a splendid spot for
trsinspotting" lt certainly was as I can restify. For Birmingham spotters
it was the place to go if they wanted to see Stanier Pacifics in action on
the West Coast Main Line. The photograph was taken from what was universally
known as the 'Field'. In the angle between the WCML and the former Midland
NE-SW main line. All that separated the spotters from the WCML was some iron
railings. The Midland line was rather more problematical, as wall be appreciated
from the photograph. It was not always easy to see the numbers of passing
locomotives, especially if they were not very clean. Trainspotters had been
officially banned from Tamworth station following an outbreak of hooliganism
in 1948 (long before my time, of course!). As soon as we alighted from a
train, we would be driven out of the station by the staff. We would then
make their way past the ‘Station Caff` and through a pedestrian
tunnel under the Midland embankment into the field, which sloped gently down
to the River Anker. Who owned this field I never discovered. There could
be at many as 250 spotters ln the field some days during the summer holidays.
They were generally well- behaved although there was sometimes friction between
the Birmingham spotters and those who had come from Burton-on-Trent and Derby
in the opposite direction In the afternoon we would not be allowed on to
the station until five minutes before our return train was due. I have a
photograph which I took in l about 1960 of No. 45500 Patriot in exactly
the same positlon as No.2017 [should be No. 1017: a Webb Class E compound
2-8-0]. Apart from the more power, little had changed in the intervening
years. The picture of the Cauliflower on a down `stopper` also awakens memorres.
The chimney belonging to the pumping station had gone by my time [presumably
it was now worked by electricity] and No. 1 signal box had been abollished
However, N.1235 is not leaving Tamworth, as stated, but approaching the station
from the Rugby directron. Stopping trains, some of them Euston-Crewe semi-fasts,
often produced quite glamorous motive oower: a Jubilee or unrebuilt Patriot,
for example. The field is now a caravan park, but I always look out for it
as I speed past in my Avanti West Coast Pendolino` (assuming I am sitting
next to a window.
Book reviews. 382
Unfinished lines: rediscovering the remains of railways
never completed. Mark Yonge, Barnsley: Pen & Sword Books,
268 pp. 127 illustrations. Reviewed by Geoffrey Skelsey. ****
Look at a map of British Railways in 1948 and what you see is a dense
and comprehensive network It is always a little of a shock to learn how many
other Irnes. in addition to the vast inherited network. were authorised but
never built, or were started but never completed. It is the latter class
which is the subject of Mark Yonge`s interesting new book. He takes a
representative selection of nineteen such routes, mainly in the south of
England, illuminating the varied misfortunes which ended their working lives
before they even began. Amongst others, there are those which arose from
embattled competition in the railway mania, such as the Birmingham &
Oxford Junction and its massive relic in the form of the never-used Duddeston
Viaduct, and George Hudson's picturesque bridge at Tadcaster. The first efforts
to build a Channel Tunnel are described, as is the tangled complex of lines
below King's Cross. After the national network was completed there were
well-intended attempts to extend the benefits of rail transport to areas
ignored in the heroic years of railway building, though then omission might
have suggested that prospects were poor, as indeed they turned out to be
that gleaner of lost causes, Colonel H. Stephens found himself frugally managing
the East Kent Light Railway, its full extent never realized. Then there is
the Mid Suffolk Light which also petered out in the middle of nowhere. Both
are engagrngly described (and the latter is happily commemorated hy a preserved
section). The North Eastern's branch from Monkseaton to Hollywell Bay on
the Northumberland Coast was perhaps one line which could still have been
with us; it was completed and even equipped with conductor rails for an electric
service from Newcastle, hut abandoned during the Great War: afterwards the
LNER thought better of it. Moving on to more recent memory there are the
aborted works of the Northern Line's extension north of Edgwere, the line
from Chessington {South] towards Leatherhead and the mysteries of Lullmgstone
Airport. This is a nicely presented book with fine maps by Alex Griffin,
many overlain on topographncal photographs. There are a few historical mistakes,
but the strength of the book lies in its personal vision of a pot-pourri
of hopeless railways and the pleasing guidance on access to the remains.
Readers will perhaps enjoy identifying other candidates, for your reviewer
the tantalsing unfinished parts of the North Wales Narrow Gauge Railways.
as well as their less known adjunct the line between Ruthin and Cerrig-y-Drudion.
This is a pleasurable introduction to a neglected subject and a good
read.
The Snowdon Mountain Railway. Peter
Johnson. Pen & Sword Transport, hardback. 264 pp.
This fine volume has a comprehensive bibliography and it was here
that your reviewer first sought information. It seems: that thus unique railway
has, other than articles references and guides, actually only had two line
histories dedicated to it one by Keith Turner published by David & Charlas
in 1971, the other — and more pictorially — from Foxline —
and written by Norman Jones in 1998. A new study is well overdue therefore
and it is fortunate that it is this author and publisher who have been able
to produce it. And, front to back the end product is a comprehensive story,
researthed in detail and splendrdly illustrated. Front and back endpapers
feature excellent maps and the text travels from the inception of the railway,
its construction and opening through the operatlon of the line under various
managements up until the present day. Considerable attention is given to
the disastrous opening day and the Inquiry into the events thereof and the
evolution of the railway into a 21st Century Heritage Attraction makes for
an interesting conclusion, not least as it records the introduction of the
hybrid dlesel-electric locomotives delivered from Clayton at Burton-on-Trent
in 2010. The book ls splendidly illustrated throughout and the pictorial
section on the'Summit and its Buildings' is a splendid addition and the
'Photographic Addendum' an intriguingng 'afterword'. Your reviewer always
appreciates this particular author's inclusion of photographs of memorials
to, and last resting places of participants in the story which he is telling
— and he is not disappointed in this book. Human interest is added —
even perhaps an invitation to seek and ye may find. The book has a comprehensive
index, an already mentioned bibliography and is almost overwhelmed with
appendices, eleven in all. These are a fascinating source of reference covering
such diverse items as financial considerations in the early days of the line,
details of locomotives and rolllng stock, timetables, passengers, profits
and dividends. timetables and accidents and incidents, This is an excellent
hook. It adds to the fund of railway knowledge in a fine style and in no
small measure it can be most highly recommended ' .
Close encounter of the Welshpool kind. rear cover
Welshpool & Llanfair Light Railway 0-6-0T No. 822 leaving Welshpool
at Seven Stars on 9 June 1956 with a party travelling in open wagons
|
The Department of Adminastrative Affairs speaks to the nation... Michael
Blakemore. 387
Editorial bemoaning inflation and leading to a modest increase in
cover price, but what will it be at Weimar level in autumn?
0-4-2T No. 5804 at Kemble with train for Tetbury on 27 December 1958. John Spencer Gilks. 387
During the in-between years. Emery J. Gulash.
388-90
Colour photo-feature: Leeds Holbeck shed with Brush Type 4 and four
Peak class diesels alongside refuellimg facility and 9F 2-10-0; English Electric
Type 4 (40) No. D257 inside York depot on 19 May 1968; Class 40 No. D352
with brake tender in Healey Mills marshalling yard in May 1966; im former
York steam roundhouse (now part of National Railway Museum) with three
BR Sulzer Type 2 Bo-Bos (No. D7572 in rail blue livery with double arrow
logo) and D5096 without roof mounted route indicator box; Mirfiekl locomotive
depot with Metro-Cammell diesel multiple unit passing a Mirfield Speed Signalling
colour light signal and B1 4-6-0 shunting loco coal wagons on ramp; Leeds
Holbeck depot with BR/Sulzer No. D25 and English Electric No. D307 (note
darkness of images). See also rear cover
Alistair F. Nisbet. Steam-era duties on the Southern. 391-7.
During Spring 1864 the Author acquired a complete set of engine and
crew Duty details for much of the South Western Division Monday to Friday
details winter 1963/4 period together with those still allocated to
Exmouth Junction. Illustrations: Bulleid light Pacific No. 34066 Spitfire
on 08.35 to Bournemouth and Weymouth with 4-COR behind; rebuilt Merchant
Navy No. 35011 General Steam Navigation on down Bournemouth Belle
approaching Clapham Junction on 28 May 1964; rebuilt Merchant Navy No. 35010
Blue Star on up Bournemouth Belle leaving Southampton Central
for London on 4 April 1965; rebuilt Merchant Navy No. 35006 Peninsular
& Oriental SN Co. passing through Surbiton with first morning service
from Saalisbury on 1 August 1964; Q1 0-6-0 No. 33027 passing through Wimbledon
station in March 1963 whilst a porter brushes rubbish off platform onto track;
BR Class 4-6-0 No. 76015 arriving at Southampton from Eastleigh on stopping
service to Bournemouth on 5 August 1963; BR Class 3 2-6-2T No. 82026 shunting
at Wimbledon on 4 June 1965; Q1 0-6-0 No. 33006 arrives at St. Helier from
Morden South with short train of empty milk tanks on 26 May 1963; Ivatt Class
2 2-6-2T No. 41238 arriving Corfe Castle with 17.00 Bournemouth Central to
Swanage on 3 August 1964; U class 2-6-0 No. 31625 on Redhill to Reading service
at Guildford on 17 August 1963; West Country Pacific No. 34105 Swanage
on Pines Express Poole to Birmingham New Street via Oxford; BR Class
4 4-6-0 No. 75069 working tender-first with empty milk tanks at Express Dairy
South Morden waiting to leave for St. Helier on 13 March 1965; rebuilt Merchant
Navy No. 35002 Union Castle at Oxford with Poole to Newcastle through
service on 10 August 1963; and Ivatt Class 2 2-6-2T No. 41312 with Type 3
Diesel No. D6523 at Corfe Castle with a Swanage branch service on 3 August
1964.
Jeffrey Wells. Railway accidents on the Cornwall Line
1859-1900. 398-403.
The Grove Lake Viaduct accident on 6 May 1859 involved the 19.25 from
Plymouth to Truro (due 22.10) amd led to three deaths and several injuries.
Driver Biscombe was killed in the crash, as were the fireman and the
guard, which was investigated by Captain George Ross for the Board of
Trade. The reports in the Wells Journal and the official report bare
the main sources. The accident Berry Pit Bridge between Menheniot and St.
Germans was similar to that at Norwich at about the same time as it
involved head-on collisions on single track, but the Cornish one "only" involved
freight trains. Both concerned the incorrect interpretation of spoken commands.
The signalman had two trains crossing and ordered the westbound one to procede
shouting "All right Dick go on", but the eastbound one also had a Driver
Dick and he set off and encountered the next westbound train. The eastbound
train was hauled by Brutus and Lance and the oiher by
Romulus. The locomotive crews escaped death, three drivers and three
firemen were uninjured, but six others were scalded and cut and taken to
the South Devon Hospital. Seven cattle on the train from Truro were killed
in the accident and seven others had to be butchered on the spot.The
Coldrenick Viaduct disaster occurred whilst it was being doubled. Wikipedia
records that the accident occurred on 9 February 1897 during reconstruction
of the viaduct while a gang of 17 workmen were working below the viaduct
superstructure on a platform that collapsed, throwing 12 of the men 140 feet
to their deaths. They were working in the seventh span; cross-girders had
been installed and they were positioning a longitudinal wrought iron rail-bearer,
moving it by hand with one end supported on the viaduct pier. The rail-bearer
was 20 feet long. The "platform" they were working on, spanning that gap,
was supported by a second-hand timber beam formerly used as a main structural
member in one of the other spans; it had several notches cut out (for its
former use) and there was decay at the slenderest point. The supervising
engineer said a chain should have been used to support the centre, to take
part of the load of the men and the rail-bearer.Illustrations (all from John
Alsop Collection) Tamar Bridge viewed from Saltash station with broad gauge
train arriving prior to May 1892; Liskeard station with passenger train arriving
in Edwardian period; Menheniot station viewed from down platform on 30 May
1922; Coldrenick Viaduct with lengthy freight train crossing it; Doublebois
station; scene of destruction on 13 April 1895 between Doublebois and
Bodmin with pilot engine No. 3521 on its side at the foot of a cutting and
No. 3548 blocks the up line at right angles too the direction of travel;
Falmouth station; Penryn station; Penryn accident with 0-4-4T No. 3542 upside
down on 31 October 1898; Truro station with two trains facing westward, one
adjacent Falmouth bay being loaded with Edwardian passengers. See also
letter from Brian Lewis on page 509.
Stephen G. Abbott. From Rugby to Peterborough: the heyday and demise
of a cross-country route. Part Two. 404-9.
Ihe grsdual, but persistent process of eliminating the line began
before the officiial closure notice in October 1964. The author was involved
in the objections process and retained the literature involved and produced
a table of traffic originating or finishing at Rugby and Peterborough from
the intermediate stations. Illustrations: Ivatt Class 2 2-6-2T No. 41235
leaves Luffenham with a Stamford to Seaton push & pull local in May 1963
(J. Phillips: colour); LTSR design 4-4-2T No. 41949 leaves Seton for Uppingham
on 10 May 1956 (C.W. Harris); LTSR design 4-4-2T No. 41975 at Uppingham with
single push & pull trailer and a brake van (colour); Lubenham station
on 10 April 1965 (John Alsop Collection); King's Cliffe station on 5 September
1953 (John Alsop Collection); Class 3F 0-6-0T No. 47306 leaving Seaton for
Uppingham with a mmixed train (C.W. Harris); Rockingham station and level
crossing on 16 August 1952 (John Alsop Collection); Welford and Kilworth
staion on 10 April 1965 (John Alsop Collection); Clifton Bridge Rugby showing
junction with Market Harborough line in 1963 (C.W. Harris).
Anthony Dawson. Three Liverpool & Manchester
curiosities. 410-14.
Manchester built by Galloway, Bowman & Glasgow at the Caledonia
Foundry in Great Bridgewater Street in 1831, and their second loccomotive
Caledonian and Richard Robert's Experiment fitted with piston
valves and a plate frame. Illustrations: Manchester;
Caledonian, Experiment; diagram of the patent piston valves
fitted to Experiment; Hibernia of the Dublin & Kingstown
Railway built in 1834.
'Lion' on the loose. 415
Colour photo-feature: Birmingham Railway Carriage & Wagon Co.
produced a prototype diesel electric locomotive with a Co-Co wheel
arrangement in conjunction with a consortium which included Sulzer Bros.
and AEI in 1962. It was painted white, and given the name and number D0200
Lion at Shrewsbury on a test train from Smethwick when new in April
1962; on 16 May 1962 passing Warwick with a London to Wolverhampton train.
See also front cover and letter from
Simon Lilley on page 638.
David Joy and Gavin Morrison. Dales rails. 416-19
Colour photo-feature with extended captions: a very clean A3 No. 60082
Neil Gow passsing Kirstall power station on down Thames-Clyde
Express on 9 March 1961 [KPJ reminded of how fortunate he was to have
enjoyed a few journeys over the Settle & Carlisle Line behind these fantastic
Pacifics]; Jubilee 4-6-0 No. 45566 Queensland on down Thames-Forth
Express crossing Arten Gill Viaduct in April 1961; K4 2-6-0 No. 3442
The Great Marquess at Pool-in-Wharfedale station on a railtour on
4 May 1963; Pateley Bridge branch with DMU special chartered to take school
children to Harrogate at Dacre on 12 March 1964 with grain wagon in siding;
Class 4 4-6-0 No. 75042 at Grassington with daily goods train on 6 October
1965; Class 4 4-6-0 No. 75019 with train of hoppers loaded with limesstone
from Swinden Quarry at Rylstone gated level crossing on 1 June 1968 (note
newly painted signal posts); Class 20 Nos. 20 075 and 20 073 on a diverted
Mossend to Margam steel train at Kettlebeck on Little North Western with
Ingleborough dominating scene; preserved No. 46229 Duchess
of Hamilton with steam pouring from safety vales crossing Dandry Mire
Viaduct with a long northbound special on 29 October 1983
see editorial letter which relocates to Dacre and takes off two coaches;
Brush Type 4 Class 47 No. D1545 with train of sheeted four-wheel wagons climbimg
towards Ribblehead below snow covered Pen-y-ghent on 29 November 1969; Military
tank on a well wagon at Redmire being prepared to be taken to some secret
destination topped and tailed by Class 47 locomotives on 14 February 1957.
Matthew Wells. George Hudson: railway villain or railway
visionary? 420-5.
Illustrations: marble bust of George Hudson sculpted by Matthew Noble
on display at the National Railway Museum, portrait of George Hudson working
oon railway business at the House of Commons; Kitson's long boiler locomotive
Hector of York & North Midland Railway (engraving); Cambridge
station in August 1845 (Illustrated London News; Railway King welcomes
Queen Victoria off the Royal Train at Cambridge Station when Prince Albert
was to be installed as Chancellor of the University on 3 July 1847
(Illustrated London News; 2-2-2 locomotive Plews built in 1848
for York, Newcastle & Berwick by Hawthorn's of Newcastle as drawn by
J.S. Maclean (Locomotive Mag.,
1912, 18, 83); 2-4-0 locomotive No. 185 built by Robert Stephenson
for the YNB in 1848 as drawn by J.S. Maclean
(Locomotive Mag., 1912, 18.
83; relaxed George Hudson as painted by James Andrews in 1945; map of
English railways under Hudson control in August 1849. See
also letter from Robin Leleux on page 573 which adds that Hudson was
reponsible for creating York as a major railway hub.
'ECR' on the Eastern. R.C. (Dick) Riley. 426-8.
Colour photo-feature: B1 4-6-0 No. 61254 with its turbine electricity
generator clearly visible in very clean BR fully lined out black at Ipswich
motive power depot on 22 May 1957; B12/3 No. 61572 also at Ipswich mpd on
same day (it was still carrying a large lion on a bicycle on its tender);
B17/4 No. 61652 Darlington leaving Cambridge with a stopping service
formed of carmine & cream corridor stock presumably for King's Lynn or
Norwich; A4 No. 60017 Silver Fox passing Wood Green on up express
on 13 September 1958; A1 No. 60156 Great Central on down express passing
offset signal gantry at Wood Green on same day as previous; V2 No. 60800
Green Arrow in BR green on Top Shed at King's Cross with A4 under
repair behind on 16 September 1961; A4 No. 60030 Golden Eagle at Belle
Isle with Ebonite Tower in Vale Royal behind on approach to King's Cross;
E4 2-4-0 No. 62797 with side window cab and red coupling rods at Halesworth
on 10 October 1956.
Paul Salveson. Teddy Ashton takes the train. 429-33.
Allen Clarke loved railways and wrote under the pseudonym Teddy Ashton.
He lived in Bolton and loved to take the cheap day excursions to Blackpool
or to other resorts organised by the Bolton Cooperative Society. Illustrations:
Aspinall 4-4-0 heading for the Coast at Bolton Trinity Street station; cover
of Lancashire Annual (colour) which Clarke edited from 1918; Blackpool
express hauled by Aspinall 4-4-0 passing Manchester Exchange; LYR 0-8-0 No.
392 being lifted in Horwich Works; Blackpool Talbot Road station forecourt;
Daisy the donkey being pushed onto van (cartoon).
John Langford. A South Eastern journey from sixty years ago.
434-6.
Weight restrictions on Blackfriars Bridge ensured the use of D1 or
E1 4-4-0 locomotives on one outward and one inward duty to Holborn Viaduct
until the end of steam in June 1961. Describes a journey on the 19.24
Ramsgate to Holborn Viaduct began with the D1 travelling tender-first as
it had to convey Deal passengers off the 17.58 Maidstone East to Margate
via Canterbury West service; at Sandwich a van from Pfizer's pharmaceuticals
was added; after Deal some hard climbing was involved through Walmer and
Martin Mill to Guston Tunnel and down to Dover Priory where more vans were
added from Dover Marine; two more were attached by an R1 at Folkestone Junction,
but some of the tail was detached at Ashford where the dulcet tones of the
station announcer listed the litany of stations to be called at, many of
which added cut flowers and mushrooms to the vans for the London markets.
Sometimes work in Pange Tunnel caused diverion via the Catford Loop, but
Holborn Viaduct was usually reached just before midnight and home to Bexley
by aboot 02.15. Illustrations: D1 No. 31739 at Charing Cross on Monday 1
August 1960 (John Langford: colour); Folkestone engine shed on 29 August
1949 with ex-SER R1 0-6-0T No. 31337; 57XX ex-GWR 0-6-0PT No.
4616? [Wikipedia states 57XX staioned at Dover, but does not give date:
Robin Jones may have answer]; Bulletd
light Pacific No. 34083 605 Squadron (John Langford); 07.24 London
Bridge to Ramsgate passing St. John's with that girder bridge beyond (John
Phillips: colour); D1 No. 31545 at Eastern side of Victoria station
on Stephenson Locomotive Society special m 19 May 1957 (John Langford)
Peter Tatlow. Common user agreements for wagons.
437-9.
There was a great shortage of wagons during WW1 and this was exacerbated
by the railway companies insisting on the return of their wagons. At the
request of the Railway Executive Committee the Railway Clearing House
investigated the problem. Meanwhile, the Great Northern, Great Central and
Great Eastern made a start by instigating arrangements from whereby ordinary,
medium and high-sided open wagons fitted only with a hand-brake together
with wagon sheets could be used indiscriminantly from 13 December 1915 by
any of the participating companies. From 2 April 1916 the Great Western,
Lancashire & Yorkshire, London & North Western, Midland and North
Eastern participated in a similar scheme for ordinary open wagons. The Scottish
railways (North British, Caledonian and Glasgow & South Western) followed
with a local arrangement from 5 June. The Director of the Ministry of Munitions
and Railway Transport was still not satisfied and from 2 January 1917 a national
scheme was introduced for ordinary wagons, but with many exceptions, but
many additions were made in 1918 and 1919. The Grouping eased
the situation, but the Great Western used Instante rather than screw couplings
it had to remain outwith arrangements made by the other companies. Illustrations:
interior of Midland Railway Somer Town goods station during or shortly after
WW1 with GWR Iron Mink No. 11442, MR 16ft 6in van No. ??904, GWR van No.
95224 Mink A to diagram V16, NER 12 ton 17ft van to diagram G2 and possibly
a LNWR 10 ton van; Lancashire & Yorkshire Railway single fixsd one plank
wagon loadedd with sacks of barley prior to being sheeted; Inverness on 11
June 1927 showing impact of Common User Agreement (H.C. Casserley). See also
letters from John Bushby and Mark
Doran
A single from Doncaster. 440-2.
Black & white photo-feature: Great Northern Railway Patrick Stirling
4-2-2 8-foot singles: No. 1004 on Peterborough shed c1896; No. 544 fitted
with Ivatt domed boiler; No. 1004 departing Kink's Cross with a train of
bogie vestibuled coaches (leading vehicle Gresley brake composite); No. 95
at York; No. 878 with 7-ft 6-in driving wheels passing though Harringay
with train mainly of six-wheelers and two vehicles.
Richard Foster. Signalling spotlight: Glasgow & South Western
signal boxes. 443
Colour photo-feature: Mauchline No. 1 was a Type 1 dating from 1877
(a wooden structure on a shallow brick base) photographed in November 1994;
Kirkconnel box opened on 12 February 1911 with a narrow base photographed
in November 1994; Hollywood opened c1920 with red base photographed in November
2000.
David D. Williams. The GWR streamlining experience. 444
Colourised image of No. 5005 Manorbier Castle, but apart from
chocoate and cream coaches behind locomotive and a hint of red on one semaphore
signal and a very dark buffer beam the green is lacking presumably due to
printer fault (see also colour feature). The text repeats the often quoted
story of Collett reluctantly modifying a model Castle on his desk with
plasticine and this being translated into a detachable bull nose, straight
plashers and nameplates and fairings behind the chimney and safety valves
and in front of the cab and cylinders and over the tender. They were added
in March 1935 and mostly discarded in the September of the same year, but
the King retained its cab improvement until its withdrawal in
1962
Readers' forum. 445-6
Take the train for the boat.
Editor
Writer of long letter in May Issue was John Bushby
A dangerous liaison. Robert Day.
Writer objected to the term "civil servant" as applied to Stamp. He
had joined the staff of the Inland Revenue in 1896 and had risen to Assistant
Secretary level by 1916. Stamp studied economics as an external student and
in 1919 joined the Board of Nobel Industries. He had an ambivalent attitude
towards the Nazi regime, but it would be wrong to imply this was a typical
civil service attitude.
Williams revisited. Robin Leleux.
Cites Victor Hatley. Northampton re-vindicated: more light on why
the main line missed the town. 1959. Leleux used this in his
The East Midlands 2nd
edition volume of David & Charles Regional
Railways
Out with the 'County' set. John
Macnab
Trains crossing at Johnston: one white with blue spot was a fish van
usuually associated wih East Coast Main Line
Guest Editorial. L.A. Summers
Hurcombe letter written to Riddles on 13 April 1948 with the involvement
of Michael Bonavia is source of this lengthy letter which rightly accuses
Riddles of wasting taxpayers money on vanity steam locomotives, but unjustly
accues Bonavia and Hurcombe of being ignorant of railway operation. Money
should have been spent on electrification. Sir Patrick Mayhew claimed that
Bonavia was involved in a scheme to build a dedicated freight line alongside
South Eastern main line through Kent. See also letter from
Stephen G. Abbott on page 545 entiled "BTC diesel policy" which takes Summers
to task on some of his anti-diesel rhetoric.
Norfolk's railways. Michael J. Smith
Middleton branch, source of freight (sand) used by railway industry
and possibly by glass industry: sole point of entry ne ar King's Lynn station.
Both lines to fish dock and to major port have lost their rail connections
in favouur of yet more diesel polluting road vehicles.
LMS camping coaches. Mike Fenton
Coaches at Bolton Abbey were in place between 1954 and 1964, but under
North Eastern Region management.
LMS camping coaches. Arnold
Tortorella
The LMS Magazine, 1935 March p. 113 noted that 70 caravans
or camping coaches were available in England & Wales, 30 in Scotland,
and 8 in the North of Ireland. Costs were higher in the peak season and less
on the NCC as the vehicles were smaller. Andrew
McRae's British Railways camping coach holidays. Parts 1 and 2 (Foxline
Publishing, 1997/8); further information is in Andrew McRae's article
in 1999, January expands on the topic especially that relating to Scotland.
H.N. Twells plates 96 and 97 in LMS Miscellany explains the origins
of the whole project and has two excellent black & white photographs.
British Railways Journal, 1988, 3 (23)
has an excellent survey of the LNER camping coach scheme by C.S. Carter and
A.A. Maclean
The Grimsby & Immingham Electric Railway. Geoff
Travis. 445-6.
Norwegian engineers off an oil tanker took a tram from the Pywipe
depot when they were in a drunken state and were potted by a Customs &
Excise Officer (writer) and reported to Grimsby police, brought before
magistrates and escorted back to tanker whose captain was displeased.
Spying in Darlington. Leonard Rogers. 446.
DMU shown at Keadby is a Derby heavyweight (Class 114) not a Cravens.
Photograph of No. 90704 has been published before and date given there was
28 March 1959, the penultimate Saturday of operation. Most of the railway
scene has been taken by the M62 and its pollution.
ABC absentees. J. Whiteing.
The North Staffordshire Railway Hung out for a better deal from the
LMS in 1923 and remained independent untill early July 1923. The L class
0-6-2T were ordered during that time and withdrawn by the LMS before
nationalisation, but No. 2 survived in colliery ownership and is preserved
as part of the National Collection.
Observation cars. Leonard
Rogers.
The ex-Devon Belle cars were used on private charters to Aintree
during the Grand National meeting during the 1960s. The car was accompanied
by an East Coast Mk1 Pullman (a kitchen car) and was probably at the behest
of Alan Pegler as the starting point was Retford.
Aberfeldy station. Arnold
Tortorella
A fire deliberately started by two members of staff, Station Master
Clark and Clerk Seller, on 8 January 1929, led to the loss of the station
buildings and its records. Although the police could find no evidence of
arson the Chief Accountant had found that Clark had defaulted to the extent
of nearly £150 and that Seller with nearly £2 and
both had been dismissed. Repairs to the station were estimated at
£1050 and William Taylor and Son (Glasgow) Ltd. were granted
the contract to rebuild. This was all recorded in the LMS Northern Division
Minute Book Traffic and Works Sub-committee of 16 April 1929 Item No.
6264.
Book reviews. 446
Locomotives of the Somerset & Dorset Joint Railway:
a definitive survey 1854-1966. Tim Hillier-Graves.. Pen &
Sword Transport. 246 pp. Reviewed by DWM.
Very appreciative review which extends to "comprehensive index and
useful list of reference sources". Includes a history of the broad gauge
Somerset Central Railway and the standard gauge Dorset Central Railway and
their personalities who shaped their locomotive policicies; then there is
a chapter on locomotives of the early years up to 1875 when purchases were
made from private builders including George England. Two chapters cover the
Midland years whhich include the iconic 2-8-0 design. The LMS brought the
Stanier class 5 4-6-0s and Sentinel shunters. The final chapter is the "Long
goodbye" which includes the Bulleid light Pacifics and 9F 2-10-0s.
Well spotted at Mirfield. Emery J. Gulash. rear cover
Another photographer facing him; 8F with coal train moving eastward;
bridge across Aire carrying the Spen Valley line.
|
Arch enemies. Michael Blakemoor. 451
Editorial on the demolished Euston Arch as a prelude to article by
Geoffrey Skelsey verbatim sapiensis
Steam's last summer on Shap. Keith Gays. 452-3
Colour photo-feature: 9F 2-10-0 approaching summit from Tebay with
train-load of steel pipes without a banker; Class 4 4-6-0 No, 75039 banking
a freight from Tebay; Stanier Class 5 at Scotsman's Bridge with a banked
freight from Tebay; No. 92073 descending bank but not stated whether light
engine or with a train,, but at speed.
A.J. Mullay. Princes Street Station: Edinburgh's 'underrated
terminus'. 454-61.
In 1899 the Caledonian Railway opened the Caledonian Hotel at the
west end of Princes Street in response to the even grander North British
Hotel at the east end. It also opened a new station which provided street
level access unlike Waverley which was reached by stairs or steep slopes.
Princes Street became the favoured entrainment station for the Royal Family.
Illustrations: Stanier Class 5 4-6-0 No. 45084 moving empty stock from Princes
Street Station on 13 April 1963 (David Sutcliffe: colour); Class 5 No. 44793
on arrival at Platform 2 with a portion off a Glasgow train taken off at
Carstairs (David Sutcliffe: colour); Dunalastair IV No. 145 n train of
non-corridor stock from Lanark or Carlisle in 1923 (note lamp on right hand
side of cab); Class 2P 4-4-0 on a works train c1928; entrance onto Princes
Street from station (David Sutcliffe: colour); station viewed from Morrison
Street bridge with LMS semaphore signals on gantry, Class 5 No. 44793 on
turntable and Edinburgh Castle behind on 13 April 1963 (David Sutcliffe:
colour); bunker-first ex-LMS 2-6-4T on a local passenger service heading
for Princes Street Station past new junction for Duke Street connection at
Slateford in 1960 with three shunters with poles in sidings; concourse at
Princes Street Station with its fairy tale clock tower (David Sutcliffe:
colour); Clean Class 439 2P 0-4-4T with four scruffy footplate men; Shedmaster
at Dalry Road MPD with J35 0-6-0 on incline to coaling stage. See also page
637 for further information from the Author and
from John Macnab and from Arnold
Tortorella on handling the Rugby Internatonals using Welsh police to
communicate with their rugby supporters.
Terry McCarthy. The impact of the Great War on the railways
of Gellygaer Parish and adjoining areas. Part One. 462-7.
The profitability of the major railways in the area is discussed.
The Rhymney Railway was the dominant company and the Brecon & Merthyr
was poor in comparison. The Taff Vale, LNWR and Great Western were on the
margins, but had a major role during the Great War in conveying coal to the
Admiralty. There were tensions between tyhe Railway Executive Committee set
up to control the railways in a time of war and the companies which affected
the acquisition of motive power and new infrastructure. The trade unions
sought increases in wages for their members and this brought them into conflict
with the employers and the government. Illustrations: map; Rhymney Railway
Class A 0-6-2T No. 116 with coal train for Cardiff Docks passing Heath Junction
in 1913; Rhymney K class 0-6-2ST on train of four wheel carriages at Heath
Junction in 1913; New Tredegar Colliery owned by Powell Duffryn Company which
supplied Best Quality Coal for the Admiralty Fleet; Deep Navigation Colliery
in Bargoed-Taff Valley owned Harris Navigation Steam Coal Company which also
supplied Admiralty coal; Elliot's Colliery at New Tredegar supplied Second
Best coal used in smaller ships; Bargoed Colliery owned by Powell Duffryn
Company also produced Second Best; Crumlin Viaduct with freight train crossing
it viewed from Crumlin Low Level, Part 2 see page
535.
Geoffrey Skelsey. The long shadow of the Arch: the long
troubled road to the new Euston. 468-75.
Controversial government sponsored destruction of the once spectacular
meeting ground between the capital city and its main railway to the north.
It gradually descended into a state of chaos and after a long period of even
greater chaos was replaced by a modern structure which was devoid of anywhere
to sit. Due to HS2 further chaos is promised. Illustratiions: the Arch in
1920s (taxis were characteristic London petrol); view of arrival & departure
platforms in early London & Birmingham days; aerial view of 1946 showing
Arch and station; plan showing tube lines, Great Hall, and Euston Place;
red Coronation class No. 46236 City of Bradford on arrival where the
original departure stage had been; LMS phototograph taken in 1938-9 showing
where departure stage had been. third rail and Oerlikon multiple unit in
Platform 4; LMS multiple unit with inserted former steam coach leaves for
Watford Junction with view into Barnby Street (colour); interior of Great
Hall when cluttered with models of ships and locomotives; Euston Hotel;
Queen's Park station with obsolete 1957 BR built dc multiple
unit and Bakerloo line older Underground train with power doors
see also letter from Philip Crow; Euston on 11 March
1963 during destruction with diesel locomotive on local service with cast
iron roof still in place (John Edgington); one of the lodges in Euston Grove
(colour) 1 March 1962 vandalised stonework of Arch (John Edgington); electric
locomotives in December 1984 (colour); concourse lacking in seating (very
difficult for those driven to expensive rail travel with children or the
aged). See also letters on page 637 from Hugh
Gillies-Smith, Martin Higginson; and on page 701
from Robin Leleux .
'JSG' on the byways of the Western. John Spencer Gilks. 476-8.
Black & white photo-feature: 43XX 2-6-0 No. 6330 at Grange Court
Junction with a train for Hereford on 2 June 1962; 14XX 0-4-2T No. 1445 at
Symonds Yat with a single coach on 11.00 Ross to Monmouth with camping coach
alongside; 58XX 0-4-2T No. 5804 running round its single coach at Tetbury
on 27 December 1958; 74XX 0-6-0PT No. 7445 at Cassington Halt with 16.24
from Oxford on Fairford branch on 27 March 1961; 54XX 0-6-0PT No. 5417 with
13.55 Berkley Road (think Private Passions) to Lydney approaching
Severn Bridge station on 6 May 1958; Class 5101 2-6-2T No. 4109 steams into
Chipping Norton station on train from Kingham on 4 November 1961; 14XX 0-4-2T
No. 1407 at Wallingford with auto-train for Cholsey & Moulsford on 14
June 1958,
Terry Penfold and Richard Haste. 'Tadpole' tales. 479. During passenger counts on the Reading to Tonbridge service via Redhill in the 1970s two minor incidents occurred: the driver drew uo short at Godsstone and fell badly onto the lineside and had to be helped onto the platform where it was decided to run him to Redhill where the supervisor took over and the guard was taken to hospital. Illustration: Class 206 Tadpole unit at Rye with busy 17.05 Hastings to Ashford on 5 September 1987 (Rodney Lissenden).
The King's Cross scene. Simon Lathlane.
Colour photo-feature: A4 No. 60007 Sir Nigel Gresley with cod's
mouth open on Top Shed in 1962; double chimney A3 with wing-type smoke deflectors
No. 60061 Pretty Polly waiting departure on Platform 6 in 1960; B1
No. 61159 on arrival on Platform 2 with probable Saturday train from Cleethorpes
in late 1950s with A1 Pacific No. 60115 Meg Merrilles and BTH Type
1 Bo-Bo alongside; A1 Pacific No. 60149; backs out of Platform 2 in
1962 past BTH diesel shunter at York Road platform; A4 No. 60117 Silver
Fox on Top Shed on 1 November 1959 alongside A3 No. 60103 Flying
Scotsman and A2/1 No. 60508 Duke of Rothesay; viewed from end
of Platform 10 new diesel servicing depot and A4 entering Gasworks Tunnel
en route to Top Shed in September 1963; dirty A4 No. 60032 Gannet on
18.26 to Doncaster on 30 May 1963 with Brush Type 3 class alongside; A2/3
No. 60500 Edward Thompson awaiting departure; preserved Alan
Pegler A3 No. 4472 Flying Scotsman in apple green with second
tender heading north on 22 October 1966.
Stan Yates. Bidston shed, Western outpost of the Great
Central and the London & North Eastern. Part One. 484-91.
The enngine shed was built in 1897 and was mainly concerned with freight
operations. Passenger workings were mainly in the care of Wrexham and Chester
sheds. A fuller account of passenger working was given in
Backtrack, 33 2019, 784. Coal was
the main export: over 2 million tons was still being exported in the 1920s.
Imports included grain, cattle, sheep, timber, iron ore and various oils.
Liverpool became the second largest grain milling centre in the world. Twentieth
century developments included a goods depot and coal sidings at Birkenhead
Duke Street; and a cattle station and goods depot at Dock Road Seacombe.
Illustrations: J58 0-6-0ST No. 6490 on Bidston shed on Wednesday 18
May 1927; J10 No. 5121 at Birkenhead Docks in August 1930; map of railway
depots and warehouses in the Birkenhead and Wallasey area; J62 0-6-0ST No.
5893 with stovepiipe chimney and hinged spark arrester inside Bidston shed
in June 1936; Ivatt ex-GNR J52 0-6-0ST No. 4206 shunt ing coal wagons at
Bidston in July 1930; J72 0-6-0T No. 2320 opposite premises of Vacuum Oil
Company on 17 May 1932 (Les Hanson); Y3 Sentinel 0-4-0T passing Upton station
on the down line in the 1930s; Bidston shed with N5 0-6-2T No. 5915 in June
1930; J72 with short chimney No. 68714 outside Bidston shed on 24 March 1951;
O4 2-8-0 No. 63742 and J39 0-6-0 No. 64742 approaching Bidston station with
its LMS bulls eye nameboard and third rail electric system (N. Spinks).
Part 2 see page 628.
Steam at the Southern sheds. Gavin Morrison. 492-4
Colour photo-feature: rebuilt West Country Pacific No. 34012
Launceston at Nine Elms depot on 8 April 1964; Lord Nelson No. 30864
Sir Martin Frobisher on Eastleigh shed taking water before moving
to coaling stage; West Country Pacific No. 34102 Lapford and Class
4 2-6-0 No. 76005 on Bournemouth shed on 27 March 1967; T9 4-4-0 No. 30707
on Eastleigh shed on 11 September 1960; W class 2-6-4T No. 31911 at Eastleigh
on 17 August 1962; Schools class 4-4-0 No. 30902 Wellington at Nine
Elms on 14 October 1962; G16 4-8-0T No. 30495 at Feltham shed prior to its
final journey to Eastleigh on 2 Decemmber 1962; rebuilt West Country Pacific
Nos. 34040 Crewkerne, 34108 Wincanton and Battle of Britain
No. 34059 Sir Archibald Sinclair alongide coaling stage at Bournemouth
shed on 13 September 1964.
Stephrn G. Abbott. WALNUT REDE: the mysteries of the
railway telegraph codes. 495-9.
Introduces the concept of electric telegraphy which predated public
railways and then proceeds to its adoption by the Great Western Railway and
its exploitation in the apprension of a murderer John Tawell. Then covers
the development of telegraphise, teleprinters and its replacement by other
forms of communication. Illustrations: single needle telegraph instrument
with cover removed (S. Hallas colour); alphabet for Cooke & Wheatstone
telegraph needle indicatin "G"; telegraph office at Nottingham Victoria station
(E.N.C, Haywood); interior of telegraph office at Manchester Victoria station;
telegraph poles at Anlaby Road, Hull in 1935; pages from a codes booklet;
telegraph pole behind a distant signal at Wennington. See also pages 437-8
for responses from Graham Rankin, Peter
Rance and Phil Graham.
Mike Bunn Saving the 2.17 from Braintree: challenging the 'Beeching
Axe' in rural Essex — the inside story!. 500-5.
Illustrations: F6 2-4-2T No,67196 with two coachhes leaving Cressing
for Braintree on 18 October 1952; map of Bishop's Stortford to Braintree
and Witham btanch; Waggon und Maschinenbau diesel railbus No. E79964 entering
Braintree station on 14 March 1964; Class 101 diesel multiple unit leaving
Braintree for Witham on 11 October 1969 (Blake Paterson colour); class 101
leaving White Notley for Braintree (Blake Paterson colour); in 1964
Braintree/Witham Railway Campaign entered a float in the Braintree Carnival;
three car class 104 diesel multiple unit at Braintree and Docking; opening
of refurbished Braintree station by Thomas Bunn on 6 March 1998; Class 101
diesel multiple unit about to leave Braintree (Blake Paterson colour),
Clive Baker. Merry-go-round: a non-stop service.
506-8.
Illustrations: Class 56 No. 56 103 heads a block train towards Burton
upon Trent and possibly Drakelow power station with cooling towers of Willington
power station in background (colour); due tto failure of class 08 diesel
shunter ex-LMS 3F 0-6-0T Jinty shunter at work in Burton upon Trent ex-MR
wagon works; map indicates situation of ex-MR wagon works and connection
at North Staffordshire Junction; map showing redevelopment of area to accommodate
MGR wagon works; pair of class 76 Bo-Bo electric locomotives heads a Woodhead
route MGR to Fiddlers Ferry power station past Rhodeswood Reservoir in May
1981; Burton upon Trent service facility for MGR wagons c1990.
See also letter from Leonard Rogers on page 638
Readers' forum. 509-10
Remains of Angerstein Wharf, Dave Pulham. 509
Re picture on page 341: view taken from Platform 3 at Blackheath:
lines from far left are from Hayes, Sevenoaks and Dartford via Sidcup. The
lines going up the incline are for Holborn Viaduct, Blackfriars and Victoria
whereas the right-hand pair is for London Bridge, Waterloo, Charing Cross
and Cannon Street. The line towards Deptford leaves the lines from London
before New Cross and goes on towards Dartford.
Take the train for the boat. Michael-Crump.
Re page 109 caption: train is Thursday 19.30 ex-Euston Northern
Irishman on arrival soon after 05.00 on Friday 4 June 1965. No. 45126
worked train from Carlisle. Caledonial Princess left for Larne at
07.00.
Blyth spirit. Walter Rothschild. 509
The false concept of "operating the railways so as to make tham pay":
would this apply tp the police, prison service or armed services? Map on
page 344 ahows line to from Monkseaton Colywell Bay as proposed whereas review
on page 382 shows it built, laid and electrified, but not opened,
Blyth spirit. Eric Stuart. 509
DMU at top of page 344 is unusual in that it was one of a few four-car
units built  for the Newcastlte to Middlesbrough service and
had a relatively short life as they were non standard. At least one
 was sent to Cardiff to replace Western Region units that in
turn had been loaned to the London Area as Class 117 were late in delivery.
Latterly the Saturday service on the Blyth & Tyne was very different
from Monday to Friday to allow people to go shopping or to football.
 Most Monday to Friday services required a change at Monkseaton
and possibly Newsham for Blyth. Before World War II this line had seen the
unique Sentinel twin-unit railcar. The information about the Colleywell Bay
electric line was very interesting. The reorganisation brought  by
the Grouping followed by the Depression were probable reasons for the LNER
not opening this largely completed line and not electrifying from York to
Newcastle, The photographs  of three coach push & pull trains
were of interest in that they were one of only two such services in eastern
England.
By the waters of Luddendenfoot. C.J.
Lawson. 509
Letter writer is owner of vintage inspection saloon shown behind Class
4 2-6-0 No. 43056. This vehicle was originally purchased from the Eastern
Region at York by the late John Dawson in 1969 and taken to the Keighley
& Worth Valley Railway where it became famous as the Old Gentleman's
Saloon in the 1970 Railway Children film. Some 150 years after
it was first built for the Stockton & Darlington Railway at its carriage
works at Hopetown, Darlington. Following three intervening rebuilds it is
still operational on the KWVR, but in LNER varnished teak rather than BR
maroon.
The Chessington branch. John Roake. 509.
Chessington Court and Chessington Grange
Royal travels. Walter Rothschild. 509,
Shipley Curve: singled
Up and down at Worting Junction. Eric Stuart. 509.
Re page 325 upper has Lymington to London headcode and is probably
Saturday morning through train which left at about 09.45 and had to have
a short locomotive because of the headshunt at Lymington Pier. In the middle
picture the locomotive has the headcode for Feltham to Brent and is probably
an inter-regional train to the Midland Main Line.
Railway accidents on the Cornwall Line. Brian
Lewis. 509.
Caption to photograph on page 398 of Royal Albert Bridge states that
taken before 1892 whereas train and track clearly standard gauge. Coldrennick
Viaduct was not the highest as reported in The Cornishman, but St.
Pinnock Wood at 151 feet above the ground. Probus was the first to be rebuilt
in 1871 and Collegewood Viaduct the last to survive not being replaced until
1934. Two timber viaducts on a South Wales freight line lasted until
1947.
LMS Camping Coaches. Robin Leleux.
509.
Younger brother, Sydney, had to sleep in a tent when LMR or NMR six-berth
coaches rented, but not on Western Region eight berthers. At Bettws-y-Coed
we would visit the gents on the station plaform to clean our teeth surrounded
by huge carboys of disinfectant for cleaning cattle trucks. Their father
insisted that they were that they were guests of the railway. One wet afternoon
at Llanfair PG their father had no raincoat and was lent a cape by a policeman
and the cape was returned via the guard at Bodorgan. The toilets at Silloth
were in a separate block and by mischance the key was taken by bicycle to
Aspatria, but returned to Silloth by train.
Observation trains. John Macnab 509.
Use of the Devon Belle cars on thirteen coach Cleethorpes to
Aintree excursion reported in Trains Illustrated in 1959 and in May
Modern Railways
George Hudson. Roger A. Smith.
509-10.
Notes confusion in dates and location of Erewash Valley line which
ran from Trent to Condor Park which is nowhere near Manchester opened in
1847. The line from Manchester to Ambergate which became the Midland's main
route to Manchester was not completed until 1862 well after Hudson's demise.
George Hudson. Rob Shorland-Ball. 510 Refers to Illustrated London News picture of Cambridge station on page 422 and to the letter writer's Cambridge Station — its development and operation as a rail centre. Pen & Sword, 2017. C.M. Conway may have been the architect,
The in-between years. Leonard Rogers.
510.
Adnirer of Emery Gulash's work, but queries some of the captions.
on pages 388-90 the shedplate on D257 was 55B York. York used to be coded
50A when it was in the North Eastern Region. It was relegated to 55B when
the Eastern and North Eastern merged in 1967. Low Moor was allocated the
code 55J but it is doubtful if any plates were cast, but painted allocations
were noted on photographs of smokebox doors. The lower picture on page 589
shows Holbeck not York and is an error in the Colour Rail catalogue. On page
390 the dmu is a Derby Lightweight not a Metro-Cammell.
Book reviews. 510.
Scotland's lost branch lines: where Beeching got it wrong. David
Spaven. Birtlinn, 297pp. Reviewed by AJM (A.J. Mullay).
In 1967 a Scottish civil servant called Frank Spaven sent his colleagues
a memo pointing out the cost of replacing and repairing wagon tarpaulins
was greater than the supposed savings from closing railway branch lines.
Sixty years later, his son David has chronicled the ruthless programme of
railway service withdrawals that characterised that decade — and which
failed to generate as much controversy as it should have in those iconoclastic
times.
There is a long tradition of Scottish service losses. The late Geoffrey Hughes
wrote that "in 1921 no one in official circles was thinking about closing
railways", yet north of the Border eight closed to passengers within five
years around that time. Dr. Michael Bonavia observed that in the six post-war
years of the Railwayc Excecutive's existence in the 1940s and '50s only 2%
of the national network was lost, but in half that period BR Scottish Region
had zapped 33 passenger routes leaving five county towns without passenger
trains (the 'capitals' of Berwickshire, East Lothian, Roxburghshire, Selkirkshire
and Wigtownshire), and denied travellers rail access forever to such tourist
centres as Aberfoyle, Alyth, Portpatrick, and Jedburgh. So it is no exageration
to assert that the blood-letting of railway lines in Scotland has gone on
relatively un-noticed. And that is before we even mention Beeching and
Serpell.
Used NUR archives and briefing notes for BR officials. This is followed by
ten case histories of Kelso, Kilmacolm, Peebles, Crief/Comrie, Fraserburugh,
Peterhead, Crail/Leven/St. Andrews, Callendar, Ballater and Ballachullish.
The negotiations between the LMS and LNER with the Scottish Motor Traction
Company are descibed as a shambles.
"Once again Mr. Spaven has made a substantial contribution to the history
of Scottish transport services,"
Get thee to a nunnery. Emery J. Gulash. rear cover
Party of nuns walking towards a class 304 electric multiple unit in
Crewe station in May 1966; perhaps led by Muriel Spark's Abbess of
Crewe?
|
Being up front. Michael Blakemoor. 515
Editorial
The green, green grass of home. David Idle (photgraphs) and John
Scholes (Industrial Railway Society, captions). 516-17
Colour photo feature of colliery or other non-diesel motive power:
57XX No. 9600 working as Merthyr Vale Colliery locomotive at Black Lion exchange
sidings on 21 July 1970 and on same day against a backdrop of Aberfan
and River Taff and banked by pit's Barclay 0-6-0T fresh load of coal leaves
pit; Andrew Barclay 0-6-0T WN 2350/1953 Merthyr V ale No. 1 at rear end of
previous; Hunslet 0-6-0ST WN 3846/1956 at Graig Merthyr Colliery on 23 July
1970; train of drams (colliery underground wagons) entering drift or slant
mine formerly owned by Duke of Beaufort to work Graigola and Swansea
seam using edless wire rope haulage.
Alistair F. Nisbet. Difficulties on the Lauder Light
Railway. 518-22.
Lauder is in Berwickshire and there were vague proposals to furnish
it with a railway in 1871 and in July 1883, but it was not until Parliament
passed the Light Railway Act in 1896 that the prospects for a railway improved.
The Marquess of Tweeddale and the Earl of Lauderdale were the main promoters.
The line was authorised on 30 June 1898 and the contract for construction
was given to Dick, Kerr & Co. North British Railway agreed to work the
line, but due to protracted discussions between the two companies it did
not open until 2 July 1901. Colonel Pringle inspected the line on 28 June
1901, but demanded improvements. Blyth and Westland were contracted to maintain
the line, but failed to satisfy the NBR's standards. The main difficulty
was the demon drink to which the footplate crews were prone.
Driver McDonald was a heavy drinker and could not abide his fireman Snowdon.
The antagonism waas so severe that iit involved senior management on the
North British. Passenger traffic ceased on 12 September 1932, but freight
lasted until 1 October 1958. Failed to cite Neil Reid's The Lauder Light
Railway. J. North British Study Group,
1987, (32), 17-20. Illustrations: Lauder station iin "early days" with
branch train from Fountainhall in platform (Bill Lynn Collection); Fountainhall
station in LNER period; Lauder train in Fountainhall station in NBR period
headed by R class 4-4-0T No. 33; map; first train at Oxton station; D51 (R
class 4-4-0T) No, 10406 at Fountainhall station in LNER period (I.C.
Allen); Lauder station in June 1946 with goods vans in yard and water tank
operational; J69 0-6-0Ts Nos. 68511 and 68492 with permanently coupled tenders
on Hawick shed; BR class 2 No. 78049 at Oxton on final railtour on 15 November
1958 (W.A.C. Smith). See also letters on page 701 from Bill Armstrong on
J67/1 (68511) and J67/2 (68492) ; Ian Cranna (motive
power at Galashiels not Hawick) and Tim Edmonds
(fireman was an alcoholic not suffering from diabetes)
Malcolm Cowtan. The railways of Gravesend and Grain.
Part One. 523-7.
Gravesend began life as a resort for Londoners reached by the Long
Ferry from Billingsgate from which travellers to the Continent could transfer
to stagecoach to reach Dover. Somewhat perversely, the first railway to reach
Gravesend will not be covered until Part 2 is published: this part deals
with the arrival of the London, Chatham & Dover Railway at what
became to known as Gravesend West which opened from the main line at Fawkham
Junction. Illustrations: Gravesend West with R class 0-4-4T No. 1697 in one
platform and a possible C class 0-6-0 in the other in early post WW2 period;
sketch map showing LCDE and SER main lines. Gravesend West branch, A2 road
and HS1 via Ebbsfleet; Allhallows motor train powered by R class 0-4-4T No.
31666 at Gravesend Central (W.A. Camwell); R class No. 31671 at Southfleet;
N15 King Arthur class No. 30800 Sir Melleaus de Lile passing
through Gravesend Central with a train for the Kent Coast on 14 June
1959; R class No. 31671 passing Rosherville in 1950s (Sid Nash);
C class 0-6-0 on freight ready to leave Gravesend West in early 1960s (Lance
King); two 4-EPB units at Gravesend Central on 15 May 1960 (colour);
Class 395 Javelin arriving Gravesend Central from St. Pancras (colour).
see letter from Simon Shreeve re Southfleet and Rosherville
Halt both had island platforms, but the latter was accessed via a wooden
footbridge from the station building
Jeffrey Wells. Preston Station in the news. 1860-1896.
528-34.
A short introduction notes that Preston was noted for congestion,
both on its roads and on the railways. In the distant past eight railways
served the town, but these had all been merged into the Lancashire &
Yorkshire or London & North Western Railways by 1900. The L&YR and
LNWR share a Joint Station, but the former also had the former East Lancashire
Railway station on its eastern side. The main text is based upon newspaper
accounts in the Preston Chronicle, or Preston Herald. or
Preston Guardian. Reference is also made to Board of Trade reports
on accidents and extensions and to Anthony Hewitson's History of Preston
Bob Gregson's The London & North
Western Railway around Preston. Colonel Yolland visited the station
several times on behalf of the BoT. Illustrations: nominally red Coronation
class No. 46228 Duchess of Rutland starting a down train on 21 April
1960 (G. Parry: colour); north end of Preston Station in 1863; Jubilee class
No. 45654 Hood leaves Preson under Fishergate Bridge probably with
a Manchester to Blackpool special for the Illuminations on 6 November 1965
(R. Tibbits: colour); Platform 5 viewed from Fishergate Bridge exit probably
c.1910 (John Alsop Collection); interior of Preston Station showing
Platform 2 with unidentiified LYR 2-4-2T on centree line; Class 5 No. 45102
on 13.30 Blackpool to Wakefield and Bradford express (M.J. Reade: colour);
southern approach to Preston Station with Northern Union Railway
goods shed in front of which was line of wagons from North British,
Great Northern, London & South Western and London, Brighton & South
Coast included (John Alsop Collection); Platform 6 looking north on 17 March
1907; Park Hotel jointly owned by LYR and LNWR (John Alsop Collection); accident
on 1 August 1903 when No. 47 on Blackpool to Dewsbury train ran into rear
of Blackpool to Bradford express (John Alsop Collection); Platform 5 looking
north on 17 June 1920 (main approach from Fishergate on right and sign indicating
covered entrance to Park Hotel; gantries of semaphore signals at southern
end of Preston Station and covered way to Park Hotel (John Alsop Collection);
WD 2-8-0 No. 90266 passing curved platforms of East Lancashire platforms
and Butler Street goods shed viewed from Vicars Bridge on 8 June 1959 (T.J.
Edgington).
Terry McCarthy. The impact of the Great War on the railways
of Gellygaer Parish and adjoining areas. Part Two. 535-41
Part 1 see page 462. The impact
of WW1 on coal, the Admiralty and the railways. From the 1840s the Admiralty
had been experimenting with steam ships burning South Wales Dry Steam Coal.
Despite pressure from other coalfields the RN was resolute in demanding coal
from the Rhondda or Cynon Valleys. Second grade coal was supplied to what
the Admiralty regarded as lesser vessels: convoy escort ships, supply ships
and some destroyers. The Great Western became involved as early as 1911 and
in 1912 ran a trial trainload from South Wales to Scotland. The Admiralty
Special Coal Trains (Jellicoe Specials) greatly increased the stress on the
limited resources of places like Aberdare and Quaker's Yard and some capital
expenditure had to be made to increase the capacity. The miners demanded
increased wages but the State exploited the Defence of the Realm Act in an
attempt to keep the miners at work. There were also labour shortages both
in the mines and on the railways caused by the better pay offered by the
military and eventually miners were prevented from joining the Colours. Working
hours on the railways could be excessive. Cites Turton in
Rly Arch., 2008, (19), 2.
Tables list collieries where Admiralty Coal was produced; ports (beginning
with Grangemouth) to which the special trains were worked; the rising cost
of locomotive coal paid by the Rhymney Railway and the rising cost of
locomotives, boilers for them and telegraph equipment). Illustrations: map
of where dry steam coal was produced for Admiralty; Aberdare 2621 class 2-6-0
No. 2642 on Aberdare shed c1905; 28XX 2-8-0 No. 2810 climbing away from Patchway
Tunnel with train of coal possibly for Salisbury in 1930s; map
of hub of Admiralty siding; 43XX crossing viaduct at Quaker's Yard on freight
train from Aberdare in 1952; Quaker's Yard station in 1920; eastern end of
Quaker's Yard exchange sidings.
The lines to Whitby. 542-3.
Black & white photo feature: W class 4-6-0T No. 695 with a
freight train for Whitby passing Sleights in 1919 (not a 4-6-0T, but
a 4-6-2T see letter from Bill Armstrong); DMU from
Malton to Whitby calls at Levisham on 1 May 1964 (John Spencer Gilks); A8
4-6-2T No. 9881 on coast above Sandsend with train from Whitby in 1948;
Scarborough to Whit by DMU descending 1 in 39 gradient to Robin Hood's
Bay on 2 May 1964; Lealholm station with DMU; Whitby West Cliff station
c1908.
Taking to the hills. 544-7
Colour photo feature of Settle & Carlisle Line: Stanier Class
5 4-6-0 with snowplough climbiing to Ais Gill Summit in heavy snow on 26
January 1963 (David Mitchell); BR Clan 4-6-2 No. 72008 Clan Macleod at
Dent on aftternoon Carlisle to Bradford Forster Square stopper in July
1965 (Alan Reeve); BR 9F 2-10-0s Nos. 92018 and an unidentified one
meet at Blea Moor in loops at signal box probably on Long Meg to Widnes anhydride
trains (Alan Reeve); photographed from down bracket signal at Dent
ex-Crosti-boilered 9F No. 92021 on 13.30 Hunslet to Carlisle freight on 5
August 1967 with Ribblehead Viaduct in background (David Mitchell); 8F 2-8-0
No. 48090 on Long Meg to Widnes anhydride train steaming well but leaking
steam from front end climbing to Ais Gill ón 4 November
1967; Britannia No. 70006 Robert Burns approaching Dent sttation on
a northhbound freight on 26 January 1964 (David Mitchell); 8F 2-8-0 No. 48773
viewed from lower slopes of Wild Boar Fell begins descent from Ais
Gill Summit (Alan Reeve).
A London & North Eastern Railway 4-6-0 succession. Gavin
Morrison. 548-51
Colour photo feature (Raven NER S3 three cylinder type with some rebuilt
with Gresley derived valve gear and a couple of B1s): No. 61411 (B16 original
type) outside York shed with Stanier Class 5 No. 45265 behind; B1 No. 61159
on afternoon Leeds to Cleethorpes express passing Beeston station on 30 April
1962; B1 No. 61021 Reitbok shunting goods yard at Pickering on Whitby
pick-up goods on 13 April 1964; B16/2 (Gresley modified) No. 61438 on Darlington
shed in ex-Works condition); B16/2 No. 61455 on East Coast Main Line approaching
Thirsk heading north on 29 September 1962; B16/2 No. 61435 at Hawes during
a railtour on 25 April 1964 (large number of passengers in the cab); B1 No.
61008 Kudu on 16.42 Bradford to Manchester Victoria local passenger
train on 23 June 1961; B16/2 No. 61435 in York shed on 24 April 1964 cleaned
ready for railtour; B1 No. 61306 on Bradford portion of Yorkshire
Pullman to Leeds City on 30 September 1967 with Class 40 No.. D354
alongside,
William Wilson. The investmment diffficulties of the LNER 1923-1938.
552-8.
Examines LNER investment policy and why it struggledd with financial
stringency throughout its existence. The high level of debentures and fixed
dividend stock were excessive and the LNER would have benefitted from capital
restructuring. Illustrations: Raven T2 0-8-0 No. 2237 on a freight train
at Croft Spa on 24 July 1920 (William Rogerson); LNER officers at Doncaster
sports day including R.A. Thom, A.H. Peppercorn, G. Brown (C&W Works
Manager, York), B.A. Firth, Chairman, Locomotivve Committee; F.H. Eggleshaw
(Loco. Works Manager, Doncaster); H.N. Gresley (CME); William Whitelaw
(Chairman); F.Wintour (retired former Loco. Works Manager, Doncaster); Sir
Ralph Wedgwood (Chairman) c.1927; O4 2-8-0 with coal empties at Dunford Bridge;
A1 Pacific No. 4474 Victor Wild on up Cornish Riviera passing
Hayes;.D11/2 No.6378 Baillie MacWheedle built by Kitson in 1924 to Scottish
loading gauge; J72 0-6-0T No. 8751 built at Doncaster in 1925 at Darlington
in 1947; Whitemoor Marshalling Yard express of carmine & cream stock
passing Up yard in January 1972; V2 2-6-2 No. 4771 Green Arrow on
down Scotch Goods emerged from Potters Bar Tunnel c.1937 with many
cotainers at front (Colling Turner); V2 2-6-2 No. 4831 Durham
School at Nottingham Victoria on a Sunday Cleethorpes to
Leicesster Cenntral train formed of white roofed non-corridor stock on 27
August 1939 (armed man in civilian clothes on duty); K3 No. 4000 at Colwich
motive power depot; North Eastern Railway Bo-Bo electric locomotive at Simpasture
on 14 May 1923 (William Rogerson)
Ian Travers. The introduction of multiple unit diesel
ralcars by British Railways: background, process and outcomes. 559-65.
Thiis review examines too many relatively minor developments (e.g.
the North Eastern Railway's minor saloons) that it makes trends difficult
to detect and major developments in the Irish Free State are not illillustrated).
Further a major work by David
Jenkinson and Barry Lane is ignored. Illustrations: Great Central petrol
electric car on down platform at Macclesfield Central in 1932 probably on
a service to Bollington; diesel electric railcar Tyneside Venturer (LNER
No. 35) — Armstrong Whitworth 60 seat car with Sulzer 250 h.p. engiine;
LMS four-wheel railbus with 40 seats No. 29950 on Lower Darwen shed in 1935
(L.W. Potter); LMS diesel hydraulic, articulated, streamlined unit Nos. 80000.
80001 and 80002 leaving Euston on a publicity venture (caption notes similarities
to Flying Hamburger and notes "first modern British railcar", but
image is ruined by ancient wooden signal and filthy station); Strabane station
with Coumty Donegal railcar No. 16 (built in part by Walker Brothers in Wigan
and trailer No. 3 adapted from Dublin & Blessington Tramway railcar (Norman
Simmons); CD RJC Car No, 20 (built in part by Walker Brothers in 1951 with
va n in Barnesmore Gap on 27 September 1957 (Hugh Davies);the remainder are
of the Cumberland Lines converted to DMU operation frtom Carlisle to Silloth,
Cockermouth, Keswick and Penrith (map); six-car Land Cruise DMU in down platform
in Keswick (H.K. Boulter); DMU sets crossing at Bassenthwaite Lake station
in 1955 (Graham Ellis); 10.55 Whitehaven to Carlisle at Redness c1962 (Larry
Fulwood); DMU reversing in Keswick station in February 1972 (Peter W. Robinson)
. See also letter from Bill Armstrong on Q type
bus
The Irish goods. Colour-Rail and David Mosley (captions). 566-7
Former Northern Counties Committee 4-4-0 No. 84 Lisanoure Castle
at Magherafelt on freight from Cookstown Junction to Kilrea and shunting
at Upperlands linen mill; 0-60 No. 719 (J15b built by Great Southern Railways
in 1935) at Mullingar Junction on 8 June 1961; County Donegal 4-6-4T No.
11 Erne on freight for Stranolar on 5 December 1959.
John Chapman. An island odyssey. 568-72.
On Monday 21 February 1966 the Author and his pals took the 09.55
from Dorking North to Portsmouth Harbour in what he describes as the luxury
of a 4-COR unit. Here the boarded the paddle steamer
Ryde built by William Denny on the Clyde
(see letter from Jim Gibb which states launched
into River Leven) for Ryde. Here they discovered that the railway was closed
and the had to proceed by diesel tram to the Esplanade. After a wait O2 W22
Brading and four vintage non-corridor coaches arrived and set off
for Shanklin from whence they walked to Ventnor over St. Boniface Down. After
walking on the promenade and eating fish and chips they climbed back to the
station and got a train to Ryde hauled by W16 Ventnor. The Motor
Vessel Brading made the return journey across the Solent. They had
missed the opportunity of travel by steam train to Cowes on the final day
of its operation. KPJ had explored the Island's railways ten years earlier
when recovering from a broken humurus in the Royal Victoria Hospital in Netley.
He travelled to both Ventnor and Cowes, but was just too late for the Shanklin
to Newport via Merstone line. Subsequently, I walked from Yarmouth to Freshwater
Bay where we (I was with another army invalid) were invited into the
Coastguard building. Illustrations: O2 0-4-4T No. W28 Ashey leaving
Ryde Pier Head with Ventnor train on 2 August 1962 with Portsmouth on horizon
(Gavin Morrison: colour); PS Ryde approaches Ryde on 4 September 1965
(T.J. Edgington); No. W22 Sandown leaving Ventnor through tunnel under
St. Boniface Down for Ryde on 28 September 1965 (Gavin Morrison: colour);
W22 Brading leaving Brading with 11.10 Ryde Pier Head to Sandown on
27 August 1966 (R.J. Buckley); Esplanade termminus of the Ryde Pier Tramway
on 17 August 1969 (T.J. Edgington); ex-London Transport 1924 stock arriving
Ryde Esplanade from Shanklin (Tom Heavyside: colour); ex-London Transport
1938 stock leaving Ryde St. John's Road past a semaphore signal on
7 August 2015 (Gavin Morrison: colour); having arrived with 13.25
from Ryde on 15 January 1966 No. W33 Bembridge move forward before
running round its train (T.J. Edgington); TSMV Brading seen off Portsmouth
on 5 February 1966 (T.J. Edgington); restored Alverstone station on 14 May
2021. See also letters from Chris Longley at
Yarmouth not Alverstone, Roger Macdonald, and
Chris Heaps.
Readers' Forum. 573-4
Dales rails. Editor.
Photograph on page 417 middle is at Birstwith
station not at Dacre as stated in caption and has 14 not 16 coaches in
tow
BTC diesel policy. Stephen G.
Abbott.
Electrification would have taken many years to complete and could
not be justified for all routes, therefore diesels would have still been
needed. It is a great pity that the LNER plan for 25 diesel-electric locomotives
was not taken forward by the British Transport Commission. This fleet if
allocated to specific services with dedicated crews and maintenance
staffwould have given wider experience of diesel operations than was possible
with just two LMS and three Southern-designed locomotives.
The Pilot Scheme for locomotives in the 1955 Modernisation Plan was actually
well thought out, the costly mistake was bulk orde ring of further locomotives
before trials of the prototype batches had been completed and evaluated.
This was driven by the urgent need to cut operating costs and the difficulty
of recruiting and retaining staff to undertake the arduous and dirty jobs
associated with steam locomotives. Why else were WCML services dieselised
in 1959 when electrification work was in progress.
A big BTC mistake was the programme for Standard steam locomotives, none
of which represented significant advances except perhaps the 9F 2-10-0s.
The Britannias were good for a few years on the Great Eastern main line,
but the should have been electrifiied/dieselised instead as it soon was anyway.
Any short term need could have been met by building existing types, such
as the Stanier class 5 4-6-0s. Bonavia was right. Riddl es was wrong.
The Trent Valley Line in the news, 1845-1900. Peter
Davis
The caption to the photograph at the bottom of page
228 is inaccurate: Jeannie Deans is on the c14.00 Scotch express,
The Corridor, not on the 10.00 express. There is no evidence that
thii engine ran any other train (except running-in or on Sundays) betwee
November 1891 and 5 September 1899.
LMS camping coaches. John
Harvey.
Bed bugs at Dawlish: were they worse at Heysham?
George Hudson. Robin Leleux.
York emerged as the railway hub of the north rather than Leeds which
attempted with the Leeds Northern to outflank York, but this line was highlly
short-sightedly closed north of Harrogate under the nose of a Prime Minister
who claimed to be a Yorkshireman.
Birmingham's Grand Central Station. John
Tilsley.
Train of vans passed through centre road at New Street. It ran from
Evesham to Water Orton via Redditch. "It was quite a sight to see a Crab
thrashing away albeit slowly"
Out with the 'County' set. Stephen G.
Abbott.
The blue spot on the fish van indicated that it had been rerbuilt
in 1957/8 or built new in 1961 with Timken roller bearings. See also
letter from Andy Sturtt on the final collapse of fish
traffic by rail.
Common user arrangements for wagons. John
Bushby. 573-4
In 1909 the German railways set up a Wagon Union. A delegation of
Scottish railway managers visited Germany, but concluded that such a system
would not work in Britain where there was a large number of private owner
wagons and large numbers of coal owners and associated wagon repairers
and builders. In late 1915 the Great Central, Great Northern and Great
Eastern Railways established on their own initiative a common user system
for their own wagons. When the carnage on the battlefields is considered
this behaviour by the coal owner is disgustinng as is hinted by Pratt. During
World War 2 the behaviour was quite different except that the coal
owners fleeced the state for their scrap-worthy wagons.
Book reviews. 574
The Chester and Holyhead Railway – a new history.
Philip M. Lloyd. Barnsley: Pen & Sword. 276pp. Reviewed by DWM.
****
Reviewed by DWM. Refers to Peter Baughan;s
history which was a product of the time, This new work places the railway
in its social context without ignoring clvll and mechanical engineering,
train services, operating practices, accidents and incidents. Its imperial
nature is emphasised to keep Ireland in subjugation through the railway,
steam ships and the telegraph. The story of the line is then related to its
effect on the local area through the development of tourism and its recent
decline. The book is furnished by a comprehensive index and an extensive
bibliography and is well illustrated,
Railway reflections:
reminiscences of steam in Scotland. Stuart Sellar. Scottish Railway
Preservation Society. 96pp. Reviewed by DWM. ****
Photographer was a railwayman-enthusiast. This stylish black and white
albun is arranged chronologically from 1952 until 1967 and is well produced
with a great variety of locomotives and locations.
Ernest Marples: the shadow behind Beeching. David
Brandon and Martin Upham. Barnsley: Pen & Sword. 280pp. 38 illustrations.
Reviewed by GBS [Geoffrey Skelsey]. *****
Long and thoughtful review which begins by denegrating the many
railway histories which depict Beeching as infamous and fail to perceive
the influence of the devious Tory Marples. Skelsey calls it an exemplary
biography based on the records held by Churchill College, Cambridge.
Change here for Ballachulish. Gerald Daniels. rear cover.
0-4-4T (CR 439 class) No. 55263 taking water at Connel Ferry on 5
May 1959.
|
Editorial. 579
Photograph of Ventnor station with O2 No. W30 Showell moving
forward to take water having just arrived on 15.25 from Ryde Pier Head (John
Spencer Gilks). See also page 625.
Simon Lathlane. Second deliveries. 580-1.
See also xxx. Colour photo-feature of parcels trains.
A1 No. 60145 Saint Mungo arriving Peterborough
from York in 1963 (caption notes tyres on trolley and two staff unloading
van in adjacent platform) see editorial bungle A1 not as stated but No. 60149
Amadis; Jubilee 4-6-0 No. 45738 Samson on freight at
Greenholme en route to Shap Summit with a freight without banking assistance;
57XX 0-6-0PT No. 4649 on up through road through Oxford station with trip
working of empty wagons on4 March 1961; Standard Class 5 No. 73041 at
Basingstoke with oarcels express from Southampton Terminus in March 1965;
O4/8 No. 63688 at Retford with freight with large consigment of sheeted open
wagons with brakes on 13 March 1965.
Nicholas Daunt. Under the clock at Snow
Hill: the GWR's principal Birmingham station remembered, 1954-1962.
582-9
See also similar atrticle about New Street on pages xxx. Brief history
followed by writer's personal observations of what he describes as a very
friendly station. Illustrations: No. 6013 King Henry VIII arriving Snow Hill
with train from Birkenhead passing North Signal Box on stilts and some of
electrically operated semaphore signals which it controlled c1960 (colour);
No. 6000 King George V arriving Snow Hill on 09.10 ex-Paddington with
train for Birkenhead on 27 December 1960 (John Edgington); GWR
diesel railcar W14W on "Dudley Dodger" in carmine & cream livery
in April 1958 (John Edgington: colour); GWR diesel railcar W8W
arriving on "Dudley Dodger" on 23 April 1951; frontage of Snow Hill
station in early 1900s with electric tram cars; No. 6918 Sandon Hall in
lined black livery on 15.45 to Swansea via Honeybourne and Cheltenham
on 17 March 1956 (John Edgington); No. 6861 Crynant Grange exiting
Hockley Tunnel with a mixed freight in 1957 (John Edgington: colour);
No. 7010 Avondale Castle arriving with up Cambrian Coast Express
(John Edgington); 28XX 2-8-0 No. 2804 on southbound freight passing North
Signal Box on 26 January 1957; 51XX 2-6-2T No. 4167 on 17.37 to Dudley from
Platform 5; 2-6-2T No. 5156 on stopping train to Leamington Spa with staircase
to street level behind on 255 March 1956 (R. Broughton); Castle class No.
5086 Viscount Horne on up Inter City on 11 March 1957 (John
Edgington).
David Joy. Railways and "The World's Greatest Spa" [Harrogate].
590-98
Illustrations: Harrogate Britain's 100% Spa (Great Northern Railway
poster) (Science Museum Group: colour); special train run in connection with
Tour de France topped and tailed with diesel locomotives from Leeds to Harrogate
crossing Crimple Viaduct on 5 May 2014 (John Penn: colour); Spofforth station
during NER period (John Alsop Collection); map of railways in Harrogate area;
Brunswick station closed in 1862 (contemporary drawing); J27 0-6-0 No. 65894
at Starbeck South Junction heading the last train for Pateley Bridge on 30
October 1964 (Gavin Morrison); Knaresborough Viaduct with red liveried
Class 37/4S No. 37 413 The Scottish Railway Preservation Society
at front of top and tailed 07.57 from York to Leeds via Harrogate
thence to Carlisle before returning to York on 6 July 2004 (Gavin Morrison:
colour); Class 144 Pacer DMU in cramped Knaresborough station waiting departure
for Harrogate on 20 April 1996 (Gavin Morrison); A3 No. 60084
Trigo on down Queen of Scots Pullman at sharply curved spur
at Crimple; D49 No. 62736 The Bramham Moor crossing Harrogate Stray
on 10.20 to King's Cross on 29 April 1956 (John Edgington); A1 Pacific No.
60131 Osprey on RCTS tour Solway Ranger crossing the Stray
in heavy snow on 21 March 1965 (Gavin Morrison); D49 4-4-0s Nos. 270
Argyllshire and 396 Roxburghshire on up express formed manly
of non-vestibuled coaches; Harrogate staion with Great Northern
express routed via Knottingley and Church Fenton; Harrogate station as rebuilt
in 1893 to give a large booking hall & circulating area lit by large
skylights (Jon Alsop Collection); frontage of 1893 rebuilt station;
ghastly carbuncle concrete structure "architect" Harold Taylor
with huge crowd wating to join minute matching Pacer
Jeremy Clarke. A misfortune of 'Rivers' [Maunsell Southern Railway
2-6-4Ts]. 599-605.
The Maunsell N class 2-6-0 and
K class 2-6-4T were designed at
approximately the same time, that is during the Great War. The design
was probably prompted by the General Manager of the SECR,
Francis Dent, who favoured tank
engines. The design owed much to Swindon practice due to two of
his engineering assistants (Pearson
and Holcroft being recruited from there)
although James Clayton must have had
some influence and C.J. Hicks, Assistant
Works Manager at Ashford may have had some input. According to Holcroft
Pearson was the key mover in the design of the tank engine version, with
Holcroft producing the 2-6-0. The Author states that the 2-6-0 was the first
modern British mixed traffic design, but this ignores Gresley's 2-6-0s which
were in service prior to WW1 and the Churchward 43XX class. K class
No. A800 River Cray was the cause of the Sevenoaks disaster when it derailed
on the 17.00 Cannon Street to Deal driven by
Driver Buss. The
accident enquiry was conducted by Sir
John Pringle. Illustrations:
K class No. 790 in plain grey at Bricklayers Arms shed c1923 (W.J. Reynolds);
No. A792 River Arun in SR green at Brighton shed in 1926 (O.J. Morris);
No. A792 River Arun passes Merstham on a Victoria to Brighton express
which included two clerestory-roofed Pullman cars (Bernard Whicher); No.
A794 River Rother with footplate crew at Brighton shed in 1926 (H.
Gordon Tidey); No. A803 River Itchen at Redhill waiting to run to
Dover with through train from Birkenhead on 2 October 1926 (Reginal S. Clark);
No. A890 River Frome at Bricklayers Arms shed in July 1927 (W.J.
Reynolds); No. A797 River Mole near Merstham on a Victoria to Eastbourne
express which included two clerestory-roofed Pullman cars (W.J. Reynolds);
U class 2-6-0 No. 1806 at Waterloo with a Portsmouth train (former A866
River Torridge); No. A793 River Ouse at Brighton (W.J. Reynolds).
Colourisation of some of the images especially that of the K1 would have
shown how splendid they must have looked.
Jeffrey Wells. Archaeological discoveries. 606-7.
Items exhumed during railway construction between 1838 and 1866
'56XX' — the workhorses of South Wales.
608-10.
Colour photo-feature: Swansea East Dock engine shed (but in the open)
on 29 October 1959 with 56XX No. 6662 and part of another unidentified and
two 72XX 2-8-2Ts; No. 6634 in plain black livery on short train of
mineal empties trundles through Pontypool on 6 August 1959 (Trevor Owen);
No. 6622 in lined green livery on Neath to Ponypool Road passenger train
near Pontypool Clarence Street on 6 August 1958 (Trevor Owen);
únlined green No. 6605 on train to Neath at Ponypool Road on 24
August 1962; No. 6662 steams out of Blaengwynfi station about to enter Rhondda
Tunnel on 3 August 1959 (Trevor Owen); Dowlais Cae Harris with No. 5666 on
two coach train to Nelson & Llancaiach on 28 October 1961 (R. Patterson);
No. 6605 on Neath to Ponypool Road passenger train near Mountain Ash passing
two red buses in July 1962 (A.A. Jarvis)
Judging by the looks of them. Gavin Morrison.
611-13
Colour photo-feature of Ivatt Class 4 2-6-0 introduced in 1947
which fails to include contender for ugliest British locomotive (ones with
double chimney for 2-12-2):No. 43030 on curve at Bingley Junction through
Shipley on way to Bradford on 28 April 1961; No. 43070 descends 1 in 70 gradient
into Bradford Exchange with through coaches from King's Cross to Leeds express
on 31 May 1966; No. 43135 at Crigendoran Lower on 11 August 1960 (catenary
for forthcoming electrification has a 1500 DC look); tender-first No. 43044
shunts goods wagons at Yeadon on short branch from Guisley which never opened
for passengers on 7 August 1964; No. 43019 in front of Bulleid light Pacific
at Bournemouth shed on 8 September 1965; No. 43137 at Normanton with a train
of brake vans possibly heading for Wakefield on 2 July 1966 (Normanton mpd
with coaling tower and ash removal unit alongside), and No. 43072 in street
after it had failed to stop at Adolphus Street in Laisterdyke, Br addford
on 10 November 1964.
Stephen Roberts. Harrow and Wealdstone — 1952.
614-19.
Might be thought that footplate crew on No. 46242 City of
Glasgow had worked from Carlisle. but had only worked from Crewe. The
accident happened on 8 October 1952. The train from Perth ran into a Bletchley
to Euston suburban train which had been routinely switched from the
slow road to the fast road at Harrow & Wealdstone. To compound the accident
a Euston to Liverpool double-headed express ran into the wreckage and threw
some of the wrecked vehicles into the air. Mercifully a London Transport
train stopped before hitting the wreckage. xxx lives were lost and xxx were
injured. Many of the passengers on the local train worked for British Railways
at Euston House or in Marylebone. Does not attribute blame on
Riddles or
Train for failing to implement AWS.
An American military medical unit provided considerable assistance. Does
not list Peter Tatlow's 2002 excellent
book in his "bibliography". Illustrations: the caption to the first
photograph has an unforgivable mistake by giving the date as 8 May —
it is taken from the HMSO publication of 1953 and shows many rescuers and
a breakdown crane at work in sunshine in the late afternoon (it also shows
the ephemeral nature of LMS corridor stock with primitive couplings);
plan of accident site; Pacific Princess Anne lying on its side
with wreckage above it (from same source as previous); rescuers amidst unstable
wreckage; Jubílee class Nos. 45637 Windward Islands and Pacific
46202 Princess Anne in prone positions after removal of wrecked train;
emergncy vehicles (antique fire-engine, ambulance and railway lorry
in Sandridge Road enrance to station and pile of wrecked carmine & cream
coaches; swarms of volunteer rescuers amidst carnage (Simon Lathhlane Collection
& previous); colour image of present day Harrow and Wealdstone station
and memorial plaque thereat. See also letter from David
Barraclough
'JSG' on Southern Lines. John Spencer Gilks.
625-7.
Black & white photo-feature: S15 4-6-0 at Crowthorne on 14.05
Redhill to Reading train on 14 December 1958; Ivatt 2-6-2T No. 41299 leaving
Christ's Hospital en route from Horsham to Guildford on 13 May 1965; Q1 0-6-0
running tender-first hauling coal empties from Shepperton back to Wimbledon
on 13 March 1963 (Southern concrete eviident in footbridge and lamp-posts;
16.25 push & pull unit for Hawkhurst at Paddock Wood on 21 August 1957;
tender-first N class 2-6-0 No. 31832 on pick-up goods at Banstead on 24 May
1963; closed to passengers Fittleworth station on LBSCR branch from Pulborough
to Midhurst on 18 September 1955; ex-SECR L class 4-4-0 brings 09.22 Brighton
to Tonbridge towards Redgate Mill Junction on 15 October 1955 (pre-fracking
in Sussex natural gas field).
Stan Yates. Bidston shed, Western outpost of the Great
Central and the London & North Eastern. Part Two. 628-32.
Part 1 see page 484: In May 1969 Biston depot as
transferred to the London Midland Region and coded 6F. Cattle trains
lasted until 1951. During the 1950s imported iron ore dominated freight activity
at Bidston when it was conveyted in special hoppers to John Summers
Steelworks at Shotton. This required the upgrading of the permanent way between
Bidston and Shotwick. The first ore train ran on 18 September 1952.
Initially Robinson O4 2-8-0s were used, but these were replaced by Stanier
8F 2-8-0s in 1953 and 1954 and by 9F 2-10-0s until 1967 and thereafter by
diesel haulage until 1980 when the traffic ceased. Bidston shed closed
on 11 February 1963 and the allocation was moved to Birkenhead Mollington
Street. There is an extensive biibliography. Illustrations: J39 No.
64742 at Bidston shed on 18 October 1953; O1 rebuild of O4 2-8-0 No. 63689
of Annesley MPD at Bidston shed in 1955 (J.A. Peden); J94 No. 68065 adjacent
Ocean Flour Mill of Joseph Rank Ltd. on 16 April 1955; O4 2-8-0 No. 63713
passaing Bidston station with a freight from Mottram on 22 March 1957 (J.A.
Peden); O4 No. 63915 on Saturday 6 May 1961 (Allan Brown); 9F 2-10-0
No. 93159 on a Bidston Dock to John Summers Steelworks at Shotton on 17
April 1967 (W.H. Yardley: colour); 9F 2-10-0 No. 92101, and two others
on Bidston Dock to John Summers Steelworks trains on 15 August 1987 (C.L.
Caddy: colour).
Miles Macnair. More frustrations of fuel efficiency.
Part One: Incomplete combustion. 633-6.
Considers the 130 elegant members of the Claughton class inherited
by the LMS: they suffered from cheapness of construction, short travek valves,
low boiler pressure (175 psi), poor lubrication, a dreadful ashpan and
wide Schmidt piston valves. Substitution of the wide Schmidt piston
valves by multiple narrow ones brought immediate improved fue consumption.
In 1926 No. 5908 was fitted with Caprotti poppet valve gear giving
a 27% improvement in fuel consumption. No. 5923 was fitted with a large
Derby-designed boiler large-boilered with increased air spaces through
the ashpan and grate and improved piston valves and a 17% fuel saving was
claimed. Claughton class first where Author is critical of
Cox for stating that a single locomotive
No. 6001 was fitted with a Kylälä single blastpipe and enlarged
chimney "although this modification was not continued" but this
statement is ambiguous as in 1932 three large boiler Claughtons Nos. 5908
Alfred Fletcher, 5912 and 5975 Talisman were given the
same treatment. One of the Hughes superheated 4-6-0s, No. 10458 was also
fitted with a Kylälä single blastpipe and enlarged chimney. The
Stanier Princesss Royal Pacifics suffered from poor steaming at first
and in an endeavour to improve this class No. 6201 Princess Elizabeth
was fitted with a twin blastpipe double chimney, but this did not
work. Turbomotive No. 6202 presentedd unique poroblems in draughting—
the non pulsating nature of the exhaust steam and its low pressure. A large
area double chimney was d esigned with variable size nozzle caps w hich could
be adjustedd to suit working conditions was installed, but after a time 5½
inches was fixed for maximum steaming. llustrations: large-boilered Claughton
class 4-6-0 No. 5975 Talisman fitted with Kylälä single
blastpipe and enlarged chimney [and Caprotti valve gear] (V. Forster Collection);
Hughes four-cylinder 4-6-0 No. 10458 built in 1924 and later modified with
Kylälä single blastpipe and enlarged chimney (W. Leslie Good);
Princesss Royal class No. 6201 Princess Elizabeth with twin blastpipe
double chimney; diagram of 5-jet Lemaître exhaust system with variable
nozzle plug excluded from Bulleid applications; diagram of 7-jet Giesl ejector
and exhaust system; Talyllyn Railway 0-4-2T No. 4 Edward Thomas with
efficient but ugly Giesl ejector and exhaust system; Porta metre gauge
four-cylinder 4-8-0 streamlined Argentina (Richard Campbell); Porta
modified Mitsubishi 2-10-2 on 2ft 6½in Rio Turbio Railway in Southern
Argentina.
Readers' forum. 637-8
The long shadow of the Arch. Hugh
Gillies-Smith.
Only the muniments relating to the LNWR were housed in the muniments
within the Euston Arch. Those for the Midland Railway were held at Derby
and for the LYR at Hunts Bank in Manchester. Photograph on page 180 of
\Biddle's The Railway surveyors
of the muniments room within the Euston Arch with Jerry Brown,
his fellow Regional Custodian.
The long shadow of the Arch. Martin
Higgiinson
Father was Chief Accountant of the London Midland Region and was vexed
by the edict that any building above the station could not exceed a single
storey. He also approved of the closure of the Waverley route and
considered Richard Marsh to be a good Chairman.
The long shadow of the Arch. Anon
The long shadow of the Arch. David
Barraclough
Although tthis letter is listed amongst ones on the Euston Arch. the
writer never saw either it or the tawdry Euston station, but did encounter
Bramley Fall Quarry where the stone came from, but it does act as a prequel
for the feature on the Harrow Disaster.Backtrack Volume 36
(2022)
Common user arrangemments for wagons. Mark
Doran
As late as 1978 his colleague at Warrington Arpley TOPS Office responsible
for wagon ordering was still referring to 16-ton mineral wagons as "pools".
Later letter writer became a Relief Diistributor at the Central Wagon
Authority at BRBHQ where their remit was to avoid cross-haulage of empties.
This was achieved mainly through TOPS rather than through local arrangements.
It is disappointing that many intermodal wagons travel to and from the ports
Edinburgh Priinces Street. A.J.
Mullay.
Reference to Jane Street should have been Bath Street designated by
BR as Leith East; Slateford station did not close 1964-71; and colour photograph
on page 454 was for cable gantry under constructiion for SSEB.
Edinburgh Priinces Street. John
Macnab
Entirely about Caledonian Railway four-wheel coaches built in 1920/1
by R.Y. Pickering and at St. Rollox for the Balerno branch on which KPJ
had the exceptional good fortune to travel in just before the line
closed to passengers. Photographs of them on the branch do not appeaar to
exist and David Shaw's otherwise excellent
book, not listed by Macnab also fails in this respect.
Macnab is at pains to list books where the coaches are on Barnton
branch services: Niall Ferguson and David
Stirling Caledonian in LMS days;
Mike Williams Caledonian Railway
carriages and also in captions
to Casserley photographs.
The mysteries of railway telegraph codes.
Graham Rankin
William Reid & Co. of London
had been makers of scientific instruments since 1820. They made the first
telegraphic instruments under licence from
Charles Wheatstone.
John Tawell was the
first man to be appehended by telegraph, the one on Great Western
Railway between Slough and Paddington. Reid Brothers presented this
instrument to the Science Museum in 1876.
The mysteries of railway telegraph codes. Peter
Rance. 637-8
Collection Manager of the Great Western Trust which holds the
correspondence between Fred Clarke,
the Bristol Traffic Superintendent and the staff at Box Tunnel who were operating
the electric telegraph using codes to control traffic through it. This was
the second application of the block telegraph operation, the first had been
on the Birmingham and Hockley kine in 1845: see
Vaughan, A pictorial record of
Great Western signalling and
MacDermot.
The mysteries of railway telegraph codes. Phil
Graham
Cites DOLE (no work tomorrow for timber loader) and FUNCO (vehicle
with funeral party and corpse); SPATE (speed restriction previously annouunced
terminated) and PINE (train terminated part way through journey). Writer
had worked on London Midland Region as booking and parcels clerk at Runcorn
from 1973 and rose to Chief Supervisor at Liverpool Lime
Street.
Lion on the loose. Simon
Lilley.
The BRCW/AEI/Sulzer consortium were the winners of the 1960 tender
exercise for a new Type 4 Co-Co as examined in the letter writer's
Class 47 50 years of locomotive
history. BR decided that building Peaks no longer represented good
value and cancelled the order for the last twenty. BR staged
a tender exercise in 1962, again BRCW offered Lion, but by then the
Brush desin was in production. BRCW pulled out of locomotive and rolling
stock production soon after, but unlike North British is still in
production.
Observation cars and the Grand National. Stephen G.
Abbott.
Cites his own two letters in July and August Issues which do not exist
(but were by Leonard Rogers on page 446 and less likely
by John Macnab on page 509). On 27 March 1965 Abbott went to Aintree to observe
traffic for Grand National. Special from Grimsby arrived at 12.49 behind
Peak class diesel No. D124 with eight coaches which included kitchen/buffet
E1519, Pullmans Wren, Opal and No. 332 and Devon Belle
observation car SC280M. Between 11.54 and 12.29 nine other long distance
specials arrived from Watford Junction (Britannia No. 70052); E uston (Type
4 No. D374), Birmingham (No. D210), Euston (No. D234), Euston (No. D212),
Newcastle (Jubilee No. 45647), Glasgow (Stanier Class 5 No. 44937), Swansea
(eight-car Blue Pullman) and ? (No. 70052). All except Blue Pullman
and train from Newcastle (kitchen/buffet E1548) conveyed full length kitchen
cars to serve meals. At 12.37 the Royal Train consisting of four saloons
plus a van arrived behind Class 5 No. 44778 conveying the Queen Mother arrived
from Town Green near Ormskirk.
Merry-go-round trains. Leonard
Rogers
Class 50 were built with slow motion control and did work merry-go-round
trains to Ironbridge Power Station. Photograph of No. 50 017 taken by
Geoffrey Bannister working
on one in Hugh Ballantyne's The
fifty 50s in colour (Platform 5, 1992)
Book reviews. 638
Manchester to Crewe. Part Three: Stockport
& Wilmslow to Crewe via Alderley Edge et al. E.M. Johnson.
Burnage: Author. Reviewed by MB ****
Highly recommended: includes Crewe
Swindon: the complete Works. Peter Timms.
Manchester: Crecy. Reviewed by DWM
Social studies including the Medical Fund, the Central Laundry,
Gas Works and Telephone Exchange
Astride the Ebbw Valley. Trevor Owen. rear cover
56XX No. 6661 on a Neath to Pontypool Road service crossing the Crumlin
Viaduct in August 1958.
SECR D1 class No. 31489 at Ashford on 07.24 London Bridge to Ramsgate on 14 May 1960. R.C. Riley. front cover
Midland Railway 2P Class 4-4-0 No. 382 enters Totley Tunnel with an eastbound train, (J.M. Tomlinson). 643
On the Hope Valley line. Stewart Jolly
Colour photo-feature: Class 47 No. 47 587 emerging from Totley
Tunnel on 15.44 Nottingham to Blackpool train on 27 August 1987; Northern
Rail Class 142 Pacer No. 142.015 approaches Earle's Sidings on
14.45 Manchester to Sheffield on 19 April 2011; Class 47 No. 47 228
hauling train of empty tank wagons passing Bamford on way to Earle's Sidings
on 10 August 1985; Eastern Region Class 114 Derby Heavywight diesel nultiple
unit on 10.08 New Mills to Sheffield on 10 August 1985 passing Edale signal
box; Class 31/4 heading 12.43 Cleethorpes to Manchester through the
Vale of Edale viewed from the slopes of Black Tor on 25 August 1984; Class
114 on 13.38 New Mills to Sheffield arriving at Bamford on 13
August 1983; three Cross-Country Class 120 units form 13.50 Skegness to
Manchester Piccadilly on 10 August 1985 struggling up the mountain near Bamford
on 10 August 1985.
Rob Langham. The Pontop inclines of the Stanhope & Tyne Rail-Road
Company 1834-1969. 647-
Illustrations: men in front of NER P4 10½-ton hopper at Waldridge
Bankfoot or Stella Gill one of whom holds quoit pin and chain used to attach
wagons to rope; 1923 map showing inclines; empties completing their journey
up Stanley incline with bankrider about to kick off lock chain; diagram of
self-acting incline; brake cabin at Waldridge bank head with signalling
apparatus; North Eastern Raailway Class B, later N8 0-6-2T No. 1124 working
Pelton Level at head of Waldridge incline; diagram of lock chain attachment
to drawback of hopper wagons; side section diagram of wheelpit of self-acting
incline; brake cabín at head of Eden Hill incline with P7 20-ton hopper
from Twizell Colliery; Midland Railway wagon at Stella Gill; N8 0-6-2T
No. 69093 on lower part of Waldridge incline; late view of Waldridge incline
looking down towards Stella Gill with raised kips for receiving empties and
central lower road for loaded sets; men with long service on Pontop inclines;
wagons at Waldridge bank foot; staff of Pontop inclines including Inspector
Bone.
L.A. Summers. Britain: locomotive workshop to the world. 654-62
Illustrations: Beyer, Peacock & Co. 2-2-2 D. Luis for
Portuguese South Eastern Railway; Beyer, Peacock & Co. 2-4-0 for Dutch
State Railways No. 13; Belgian Raílways 4-4-0 derived from Caledonian
Railway Dunalastair class No. 18.051 at Treignes; New South Wales Government
Railways (NSWGR) 0-6-0 No. 18 built by Robert Stephenson & Co. in 1864
(black & white); NSWGR 79 class 4-4-0 No. 1243 at Broadmeadow Loco in
Newcastle in 1965 when working the Vintage Train; NSWGR 79 class 4-4-0 rebuilt
as 4-4-0T No. 1301; Vulcan Foundry 323 class 4-4-0 No. 1790 at Thirlmere
in 1995 (black & white); Beyer, Peacock & Co. standard 3ft 6in gauge
2-6-0 for Tasmanian Railways and sold in 1927 to the West Australian Jarrah
Forest Co. and preserved at the Bassendean Railway Museum in
Perth;
Malcolm Cowtan. The railways of Gravesend and Grain. Part Two. 663-7.
Illustrations: Grain Halt on Hundred of hoo line opened in 1906 and
closed when station opened nearer to refinery (John Alsop Collection); Cliffe
station (John Alsop Collection); map; Port Victoria hotel and pier (John
Alsop Collection); Middle Stoke Hlt opened in 1906 (John Alsop Collection);
Allhallows-on-Sea station exterior (John Alsop Collection); 11.27 push &
pull to Gravesend at Allhallows-on-Sea (J.S. Gilks); Q1 0-6-0 being coaled
at Gravesend; LCDR R class 0-4-4T No. 31710 at Gravesend West on 7 October
1949 (W.A. Camwell); Bo-Bo electric No. E5016 shunting at Ashford (Peter
Glenn Collection); Class 47 No. 47 213 Marchwood Military Port
at Thamesport (colour)
The Minor 'Counties' League. 668-9
Black & white photo feature: Churchward County class No.
3814 County of Chester at Paddington in original form with straight
footplating level with and lower cab side sheets level with it (J.N. Maskelyne);
No. 3814 County of Chester passing Knowle and Dorridge on 12.30 Paddington
to Wolverhampton via Oxford in August 1913 (T.J. Edgington Collection); No.
3819 County of Salop on a special picking up water at Lapworth troughs
in 1931; No. 3821 County of Bedford with curved footplating and lower
cab side sheets down to level with tender at Leamington Spa with up
express in September 1931 (Gordon Coltas); No. 3822 County of Brecon
at Shrewsbury; No. 3816 County of Leicester with bogie tender
off Pacific The Great Bear on stopping train at Swindon with clerestory
coach
Back to the South Wales engine sheds. Gavin Morrison. 670-1
Colour photo-feature: No. 5054 Earl of Ducie at Carmarthen
engine shed with parts of numbers 5087 Tintern Abbey and 4081 Warwick
Castle visible; 72XX No. 7248 2-8-2T on Neath shed; 57XX 0-6-0PT No.
9746 on Brecon shed with Ivatt 2-6-0 No. 45614 on 6 May 1962; two Castle
class 4-6-0s on Cardiff Canton shed Nos. 5053 Earl Cairns and 5075
Wellington; Tondu shed with dirty lined green 64XX 0-6-0PT
No. 6410 on 3 June 1962.
Focus on Inverness. 672-4.
Colour photo-feature: Class 5 4-6-0 No. 45 117 fitted with snowplough
adjacent 'Marble Arch' water tank (S.B. Lee); Class 439 0-4-4T No. 55198
on station pilot duty in Inverness station on 17 August 1960 ((K.H.C. Fairey);
Class 5 4-6-0s Nos. 45463 and 44999 at front of 15.00 to Glasgow Buchanan
Street with Highland Railway mail van as leading vehicle; (R. Patterson);
Pickersgill Class 113 4-4-0 No. 54471 outside 'Marble Arch' (T.J. Edgington);
Class 5 4-6-0 No. 45192 at front of 19.10 to Kyle of Lochalsh formed of carmine
& cream stock in Inverness station in July 1955 (T.J. Edgington); Class
5 4-6-0s Nos. 45123 and another leave on 15.40 to Glasgow passing Welsh's
Bridge signal box in July 1957 (T.J. Edgington); ex.Caledonian Railway 0-6-0
No. 57661 with mechanical coaling plant behind in May 1959.
David Brandon. 'Public frauds and private robberies':
Colonel Sibthorp MP and the early days of the railways. 675-9.
A fuller biography of
Sibthorp 1783-1855 is given
by Jack Simmons in the Oxford Companion
of British Railway History and in the
Oxford Dictionary of National Biography where
his attitude to railways is underplayed. Illustrated with cartoons
plus a coloured reproduction of Lincoln Cathedral dominating City like some
surreal Continental Roman Catholic structure and another colour image of
an Azuma in Lincoln station without wires.
Peter Butler. En route to Woodford and Hinton.
680-1
A party consisting of Geoffrey Webb (an expert railway historian
from Bedford), Peter (an owner of a Land Rover and a GP) and Robin (who split
his trousers and may have been Leleux). The trip began at Wellingborough
station n where Geoffrey was picked up, then Robin was collected and they
went to Roade (a former first class station on the Lpndon & Birmingham
Railway). Next stop was at Buckingham. It was here that a short-lived
attempt was made to recapture traffic by using diesel railcars on the service
between Banbury Merton Street and Buckingham. In part the party appeared
to be following the route of the Stratford-on-Avon & Midland Junction
Railway and decided to picnic at the site of Cockley Brake Junction where
they found the remains of the signal box where the SMJ line frrom Towcester
joined the LNWR for the last few miles into Banbury. The party then moved
to Helmdon to view the remains of the Great Central. Before they took Geoffrey
back to Welingborough they inspected the remains of Charwelton station and
the entrance to Catesby Tunnel where they were surprised to see car headlamps
as the tunnel was being used for aerodynamic testing. IIlustrations: up
electrically hauled passenger train (locomotive fitted with double arm
pantograph) passing site of Roade station on up slow line; single unit railcar
at Buckingham en route for Banbury Merton Street in March 1960 (F.G.Cockman);
front entrance to former Brackley station on 17 May 1980; Great Central Helmdon
Viaduct on 17 May 1980; leaning concrete signal post of what had been
Woodford and Hinton's distant signal (all by Author unless noted
otherwise)
From the Chatham Company. 682-4
Colour photo-feature of Classes D1 and E1 (Wainwright South Eastern
& Chatham 4-4-0s rebuilt under Maunsell): D1 No. 31489 on Ramsgate shed
on 14 May 1960 (R.C. Riley); D1 No. 31470 awaiting departure from Groombridge
on 15 June 1960 with new signal box under construction and new concrete lamp
posts; D1 No. 31735 on 12.44 parcels train leaving London Bridge with St.
Paul's Cathedral above and cranes on Thames on 14 May 1959 (R.C. Riley);
D1 No. 31489 viewed from footplate leaving Orpington on 07.24 London Bridge
to Ramsgate on 14 May 1960 (R.C. Riley) and E1 4-4-0 leaving Ravensbourne
on the Catford Loop; No. 31489 at Folkestone Junction on 14 May 1960
(R.C. Riley); D1 No. 31739 at Westerham on last day of branch (28 October
1961); and E1 No. 31497 leaving Folkestone Warren Halt with train towards
Dover in August 1958 (Derek Cross)
Alistair F. Nisbet. 'Miracle train jumps chasm to safety':
what happened on the Aberfeldy branch. 685-93.
After a prolonged period of vague proposals a branch to Aberfeldy
was officially opened on 4 July 1865. The Railway Magazine for
January 1939 contains an article by O.S. Nock which states that a Jones Highland
Railway 4-4-0T named Aberfeldy worked the branch and that HR 0-6-4Ts
appeared on the branch occasionally. In 1927 the LMS replaced the Highland
locomotives with Caledonian 0-4-4Ts and 0-6-0s. Circular tours involved lenghy
journeys by coach and lake steamer (on Loch Tay) and were advertisedd in
the Dundee Advertiser. Specific services were listed for the carriage
of Post Office mail and its onward progress from Ballinluig. The names of
staff, including footplate crews are listed. Two fires destroyed the
station buildings, the first on 4 December 1878 and the second on 8 January
1929. On 10 May 1913 a landslide blocked the line near Aberfeldy but the
engine crew and some passengers helped to clear the debris. On 20 November
1959 the early morning train was derailed as it crossed a hole in the permanent
way. Driver Battison and Fireman McGroarty were hurt but were quickly released
from hospital. Colonel J.O. Robertson
in the Ministry of Transport report stated that nobody was to blame.
Illustrations: Aberfeldy station with Caledonian Railway Class 439 0-4-4T
No. 55218 with train about to be loaded with mailbags (W.S. Sellar); map;
CR Class 439 0-4-4T No. 55217 with single Stanier corridor coach at
Aberfeldy station on 19 May 1960 (W.S. Sellar); Balnaguard Halt in 1958 (Douglas
Hume); Grandtully station (Rex Conway); mixed train approaching Aberfeldy
station viewed from compartment on train on 12 July 1957 (R.M. Casserley);
diminutive signal cabin at Aberfeldy (R. Butterfield); Aberfeldy station
with two non-corridor coaches on 10.28 from mixed train from Ballinluig on
12 July 1957 (H.C. Casserley); CR 0-4-4T No. 55117 with single Stanier corridor
coach at Grandtully station on 19 May 1960 (W.S. Sellar); looking south at
Ballinluig station with CR 0-4-4T No. 55212 and train of two non-corridor
coaches one of which may be a Thomson vehicle on 12 July 1957 (R.M. Casserley);
derailment on 20 November 1959 with CR 0-4-4T on its side and breakdown crane
with B1 4-6-0; Ballinluig station Aberfeldy branch platform with CR 0-4-4T
in it and Class 5 on main line behind (R.M. Casserley); engine having gone
off to shed to take water leaving Stanier corridor coach and a non-corridor
coach in bay platform (David Lawrence);
London Area shed visits. Bruce Laws
Black & white photo feature: Castle class 4-6-0 No. 5051
Earl Bathurst nexxt to water tank at Old Oak Common shed in June 1960;
Midland Railway 2P 4-4-0 No, 40489 at Kentish Town near coaling plant in
November 1961; South Eastern Railway O1 class 0-6-0 No. 31048 at Stewarts
Lane in 1957; rebuilt West Country Pacific No. 34042 Dorchester at
Nine Elms; class 5 No. 44854 on Criclewood shed on 16 September 1962
Matthew Shaw. Revisiting the 'Locomotives of the
LNER'. 696-9
The Railway Correspondence and Travel Society's
Locomotives of the LNER is a key
work. Illustrations: A4 No. 60017 Silver Fox on King's Cross shed
with Flying Scotsman headboard (Belham); brothers W.D.M. and R.D. Stephen
on high girders of Forth Bridge in 1938; Great Eastern Railway Class J70
tram engine designed for Wisbech & Upwell Tramwway on Ipswich shed on
2 July 1938; N1 0-6-2T No. 69441 at Marylebone Station with RCTS London area
rail tour on 10 October 1953; A2 No. 60534 Irish Elegance in Edinburgh Princces
Street Gardens with westbound express on 24 May 1961 (G. Staddon: colour);
P2 No. 2001 Cock o' the North withA4 front style on Haymarket shed in August
1938 (R.P. Phillips) and Eric Fry with his model LNER locomotives
The Bridge over ther Silvery Tay. Gavin Morrison. 700
Class 47 No. 1972 with an up express leaving Tay Bridge on 8
September 1973 with Dundee and Sidlaw Hills clear in background; No.
43 046 at front of 16.00 Aberdeen to King's Cross High Speed Train in railway
rock livery approaching southern end of bridge on 26 July 1986 with
Dundee and Dundee Law less clear in background
Readers' forum. 701
Gremlins. Editor
Front cover of October Issue caption locomotive
should be No. 6622 not as stated
Under the Clock at Snow Hill.
Editor
References and bibliography omitted
The Euston Arch. Robin Leleux
A mid-Victorian chairrman of the Great Northern Railway stated that
there was no money in stations and Sir
Peter Parker had an uphill struggle to get the
Railway Heritage
Trust established in 1984. States that railway buiildings which
have ceased to perform a useful function need to be demolished. This function
may not be railway related. At Shirebrook the station remains open, but its
buildings have been totally reordered to become commercial offices.
At Richmond in Yorkshire there are no trains but its station buildings designed
by G.T. Andrews shhow what
an inspired community can achieve.Kilmarnock and Knaresborough both
demonstrate that the grand buildings can still be adapted to present the
travelling public with a pleasant environment. Euston failed badly. The Great
Hall split the station into two and the Arch was in the way of access to
the Eston Road and the station on the Metropolitan and Circle lines.
Includes childhood memoriies which were not pleasant.
The Euston Arch. Philip Crow
Fourth rail is not out of use (caption), but is still in use as far
as Kilburn High Road to enable the line to be used by Underground stock in
case of failure.
An Island Odyssey. Chris
Longley
The station building is at Yarmouth not Alverstone
An Island Odyssey. Roger
Macdonald.
The line from Smallbrook Junction to Newport was not retained
for a year or two, but was used for storing condemned rolling stock
An Island Odyssey. Chris
Heaps
Writer journeyed to Isle of Wight on 4 July 1961 to travel on the
line to Cowes before its closure. The route taken began at Ashstead in a
4 SUB to Dorking North where a 12 COR/BUF express was joined. The ticket
was a Southern Railway Day Excursion ticket No. 0042 from Ashstead
to Ventnor.
An Island Odyssey. Jim
Gibb
William Denny's yard launched into River Leven, not into the
Clyde.
Difficulties on the Lauder Light Railway. Bill
Armstrong
Former Great Eastern 0-6-0Ts used on branch were J67 class which had
their safety valves over the firebox whereas the Class J69 had the safety
valves further forward. A J82 was used on the first train to Oxton
Difficulties on the Lauder Light Railway. Ian
Cranna
Loction of J67 locomotives was Galashields not Hawick.
Andrew Hajducki's The Lauder
Light Railway confirms this.
Difficulties on the Lauder Light Railway. Tim
Edmonds
Fireman Snowden was a drunken alcoholic not suffering from diabetes
(as pre-insulin he would have been dead)
The lines to Whitby. Bill
Armstrong
No. 695 was not a 4-6-0T when photographed, but a 4-6-2T
The railways of Gravesend and Grain. Simon
Shreeve
Southfleet and Rosherville Halt both had island platforms, but the
latter was accessed via a wooden footbridge from the station building
The introduction of multiple unit diesel railcars. Bill
Armstrong. 701-2
AEC Q type bus had a vertically mounted engine on the offside behind
the driver (KPJ remembers getting off at Alexandra Palace from one with steam
oozing from the radiator cap )
Out with the 'County' set. Andy Sturt.
702
Refers to Stephen G. Abbott's communication on demise of Blue Spot
Insulfish wagons and conveyance of wet fish by rail. A pool of around 25-30
remained to convey wet fish from Fraserburgh and Aberdeen to King's Cross
goods until about 1975. Up fish departed mid-afternoon, each day, except
Saturday, and arrived in London between 01.30 and 02,00 the following
morning. Vans conveying soft fruit and early potatoes were also conveyed
on this service. Most of the fish was tranferred to Billingsgate Market,
but there was a flow of fish for Spain and Italy which was forwarded by road
vehicle in time to catch the 06.00 ferry from Dover. In 1976/77 dedicated
Freightliner containers rerplaced the vans, but this ended in 1979.
Edinburgh Princes Street. Arnold Tortorella
Basedv on a report in The Scotsman on 2 Februry on
handling the crowds attending Rugby Internatonal againt Wales using Welsh
police and railway staff from Wales to man the barriers at Princes Street
to communicate with their rugby supporters. Also a further report in The
Scotsman on 12 February 1934 on a Railway Excursion Experiment on 10
February to Ayr whilst a whist tournament was taking place with railway journey
prizes (first to London). Time in Ayr was sufficient to enable travel to
the Burns monuments in Alloway. Return was at 20.30.
Book reviews. 702.
Never again — finale. Wolverhampton: Never Again Publishing Ltd.
Midland Railway & LMS 4-4-0 locomotives — their design, operation and performance. David Maidment. Barnslet: Pen & Sword Ltd. Reviewed by APT ***
Beyond St. Pancras. Simon Lathlane. rear cover
The only item of railway intererst is the train shed of St. Pancras
beyond the canal, one of those not associated with railways, clutter:
there is also one railway wagon
|
All things considered. Michael Blakemore.
Editorial
Thls was the Somerset & Dorset Line. Gavin Morrison. 708-11.
Photo-feature (mainly colour): 7F 2-8-0 No. 53807 on Bath Green Park
shed on 7 June 1964; 8F 2-8-0 No. 48760 without steam heating at head of
08.25 to Templecombe on 5 March 1966 in Bath Green station (black & white);
2P 4-4-0 No. 40700 and BR Class 5 No. 73087 on 09.03 Bristol to Bournemouth
on 1 in 50 incline on the climb to Devonshire Tunnel on 9 September 1961;
BR Class 5 No. 73051 and rebuilt West Country Pacific No. 34046
Braunton approaching Devonshire Tunnel with Pines Express on
23 April 1962 ; 8F 2-8-0 No. 48760 at Radstock on 08.25 Bath to Templecombe
on 5 March 1966; 8F 2-8-0 No. 48760 at Radstock on 08.25 Bath to
Templecombe on 5 March 1966 about to pass signal cabin and cross level
crossing with A367 road; 3F 0-6-0T No. 47577 alongside Midsomer Norton South
signal cabin on 17 September 1958 (black & white); 2P 4-4-0 No. 40569
and 4F 0-6-0 No. 44422 leaving Chilcompton Tunnels with Bournemouth train
on 12 August 1961; 7F 2-8-0 No. 53807 stopped at Shepton Mallet fo a blow-up
on 10.42 Exmouth to Cleethorpes "express" on 26 August 1961.
Graham Whalan. The life and times of Bassenthwaite station. 712-17.
Lists station masters and events which overtook them from the first
in 1865 until the line closed. The line was authorised on 1 August 1861 as
the 31½ mile Cockermouth, Keswick & Penrith Railway. It was supported
by the LNWR and the Stockton & Darlington Railway (later North Eastern
Railway). The first sod was cut on 4 May 1862. The line opened for goods
traffic on 1 November 1864: the primary freight was heamatite and coke. It
opened for passengers on 1 January 1865. Bassenthwaite Lake station was adjacent
to the head of the lake and was next to the level crossing with the Keswick
to Cockermouth road. It incorporated a Post Office. Samuel McKenzie was moved
from Workington to Bassenthwaite Lake with his wife Mary. In 1865 a
train-load of pig iron came off the rails when an axle on one of the
wagons broke tipping some of the pig iron into the Lake. Rakefoot took over
from McKenzie. He was also in charge of a nearby level crossing under the
care of its keeper David Johnstone and his wife Sarah. The last named fell
under an unscheduled special for skaters on the frozen lake. McKenzie left
soon after. John Scott, a porter from Penrith took over, but moved to Blencow
in 1872. unfortunately the other events lack precise dates. In 1872 William
Reay and his wife Mary and two children moved from Penruddock to take charge,
but in 1874 moved to Keswick Thomas Allison with his wife Elkizabeth
and four daughters and a son were the longest in charge at Bassenthwaite
Lake — until 1908 when they left for Keswick. Allison's tenure was eventful.
In March 1882 two men jumped off a passing freight train as the had seen
a body floating in the Lake. It turned out to be that of Hannah Mossop of
Greysouthern who was unmarried and pregnant, but the inquest jury returned
a verdict of found drowned rather than suicide according to The Cumberrland
& Westmorland Herald. Not long after the Mossop incident Allison
was faced with a runaway train. He jumped onto the cab to assist the crew
return in an attempt to secure the parted portion, but it was travelling
too fast and the three were thrown off. The driverless train reached Cockermouth
and smashed into the locomotive for a passenger train for Maryport. Fortunately
a porter lept into the cab and halted the engine. Nobody was injured
in this Boys Own incident.In December 1887 Gilbert Howard, a young
fireman met his death when leaning over to accept the tablet fell between
the locomotive and the platform and sustained fatal injuries. In January
1889 a double-headed freight train fouled the points and the locomotives
and 38 wagons derailed leaving a huge mess. Passengers bound for Keswick
had to clamber off their trains and join another in the station passing the
wreckage. Princess Louise, daughter of Queen Victoria, with her husband the
Marquis of Lorne, stepped onto the platform at Bassenthwaite Lake station
on 18 September 1877 en route to Isel Hall where they were guests of Percy
S. Wyndham. William Armstrong was the signalman at Bassenthwaite Lake during
most of the time of Allison's tenure where they produced twelve children
by 1902. John Blackburn followed Allison: he was previously at Embleton and
moved to Penruddock in 1906. John William Ewart arrived in 1910 and remained
until 1921 when he moved to Cockermouth and then to Keswick in 1924. Joseph
Todhunter arrived in 1921, he had served at Bassenthwaite and Penruddock
previously and stayed until retirement in 1933. He witnessed yet another
points fouling by a goods wagon in November 1926 when a freight train derailed.
James Shriver was the company gardner and he set high standards in horticulture.
Frank Bragg arrived in the 1920s to work as a porter and stayed for a long
time — he was a keen gardner. Heny Grimley served through WW2 until
1947, when Sam Whelan arrived. Sam had started at Greystoke as a signal box
lad then as a porter: he then worked at Carnforth and at Low Gill. In May
1954 the Revd Eric Yates was resident in the camping coach when in the evening
light he heard a cry for help. He got into his rowing boat and rowed to the
source of the sound wher he found a capsized yacht and two very cold people
clinging to the hull. In October 1956 Her Majesty Queen Elizabeth II passed
through the station en route from opening the nuclear power station at Calder
Hall to Keswick and it is thought that the engine driver slowed for her to
see the gardens. Sam Whelan left in 1958 and Jim Airey took over,
Jeremy Clarke. Completing the triangle: the Sevenoaks cut-off.
718-26.
Illustrations: St. Johns station looking north c1960; map; Stirling Q class
0-4-4T at Grove Park in 1910; Chislehurst station forecourt c1905; rebuilt
Bulleid Pacific No.34072 257 Squadron on Continental boat train at
Petts Wood Junction on 26 September 1956 (R.C. Riley); Petts Wood station
in July 1928; Orpington station looking south c1926; Schools class
4-4-0 No. 30932 Blundells on Dover express approaching Polehill Tunnel
at Knockholt (R.C. Riley); two H class 0-4-4Ts with push & pull set at
Dunton Green in 1955; Sevenoaks station with platform extension to accept
ten-car trains; Hildenborough station looking towards London c1955; Tonbridge
station in 1888 with sleepers covered in ballast; Chislehurst signal box
in 1935
Harder work than they might have been. 727-9
Black & white phot-feature. LMS Fowler 7F 0-8-0 suffered from
poor axleboxes tied to Midland Railway design, but were attractive looking:
No. 9531 leaving south end of Totona yard with long train of coal and
coke heading for Trent; No. 9598 passing Mirfield engine shed and Hebden
Royd Urban District Council coke wagon on local freight; No. 9504 passing
Edwalton with long coal train on Nottingham to Melton Mowbray line
in 1933 (T.J. Edgington Collection); No. 9525 picking up water from Castlethorpe
water troughs with coal train with front nine wagons formed of high capacity
bogie vehicles for Stonebridge Park power station (G.L. Wilson Collection);
No. 49560 outside Bacup shed on 9 October 1953 (C.R.L. Coles Collection);
ACFI fitted feed water heater on No. 9672 alongside coaling stage at Edge
Hill shed in Liverpool in 1936; No. 49536 climbing through Marsden en route
to Standedge Tunnel on 10 October 1953 with freight (T.J. Edgington Collection);
No. 49636 withdrawn in 1950 at Newton Heath.
Jeffrey Wells. Five railway bridges across the Big
Ditch. 730-3.
The Manchester Ship Canal was constructed to bring raw cotton to Manchester
to avoid the tolls and dues imposed by it passing through the port of Liverpool.
There was opposition from the LNWR and the Mersey and Irwell Navigation as
well as existing canals and three att empts had to be made to get the Bill
through Parliament, but the Royal Assent was obtained on 6 May 1887. The
LNWR and Great Western Railways argued that the crossings of thhe canal could
not be made by movable bridges and that fixed bridges would involve maintenance
costs and banking costs for the approach inclines. The height had been
set by the Runcorn Bridge designed by
William Baker for the LNWR and
met the requirements of the shipping industry. Great care had to be taken
when excavating the canal not to disturb the foundations of the bridge or
its structure. Cites a paper by Hubert
Dickson in Structural Engineer, 1994, 72 and
book by David Owen. The London Evening
Stanard (12 February 1894) published the height of the other four railway
crossings (tabulated maximum 77 ft 2½ in.)
Robin and Thomas Sellers. The Doxford crane tanks. 734-5.
Roaming through Mid-Wales. 736-9.
Colour photo-feature: Moat Lane Junction (Stuart Ackley Collection);
photographed from 09.55 Moat Lane Junction to Brecon train between Tylwch
and Rhayader hauled by Ivatt Class 2 2-6-0 No. 46522 on 22 August
1959 (John Langford); unidentified Ivatt Class 2 2-6-0 near Tylwch
with mountain behind on train bound for Moat Lane Junction on 23 April 1962;
Ivatt Class 2 2-6-0 No.
David Brandon. A few railway ghosts. 740-3.
Text ends with Will Hay classic Oh Mr Porter!: a film of 1937 set in the
north of the south of Ireland where ghosts were used to cover gun running.
A passenger at High Wycombe on a train to Beaconsfield heard footsteps outside
on the platform, when he reported this back at High Wycombe the staff were
not surprised as they frequently heard them late at night. The Red Hall at
Bourne was adapted as a station for the Midland & Great Northern Railway
and visitors used to hear footsteps there, possibly because it was associated
with the Gunpowder plot and may be being used by the Editor to account for
some of the text being repeated or lost. A photographer visiting Tebay shed
at night was disconcerted by one of his photographs showing a diaphanous
figure standing in front of an engine (Kevin the skeptic suspects double
exposure). Elephant & Castle Bakerloo Line is a prime location for alleged
apparitions and some staff have refused to work there. Passengers have "seen"
reflected images of other passengers who were not there and drivers have
seen a female ahead of them in the tunnel.
Illustrations: George Stephenson (portrait); Bradley Fold signal box; memorial
plaque at Bethnal Green Central Line tube station where on 3 March 1943 173
died on a stairway down to the platforms being used as an air raid shelter
(there were many reports of screams being heard during the night) ; Red Hall,
Bourne; Elephant & Castle tube station; Hexthorpe (rescuers: engraving);
Staplehurst accident 1865 (in which Charles Dickens was a passenger). Elephant
& Castle Bakerloo Line is a prime location for alleged apparitions and
some staff have refused to work there
Geoffrey Skelsey. A double pioneer: from early electrification to
light rail rapid transit, evolution on the Manchester-Bury Line. 744-53.
In 1913 Dick Kerr approached the Lancashire & Yorkshire Railway with
a proposal to electrify the Holcombe Brook branch s they were preparing to
install a similar system on the Central Argentine Railway between Buenos
Aires and Tigre. The LYR already had considerable experience with electric
traction in Liverpool under the direction of Aspinall. In March 1912 the
LYR Board considered electrifying the Manchester to Bury line and following
this up with the Manchester to Oldham and Royton line and this was subsequently
agreed. A side contact third rail system was designed which operated at 1.2
kv in an enclosed box fomed of timber planks: 20,000 tons of planks were
involved. A consultant to the North Eastern Railway proposed the same syste,
but raised tto 1.5 kv for the York to Newcastlle electrification. The Docklands
Light Railway employs an under-running third rail Besses o' th' Barn
Illustrations: London Midland Region timetable map; two car electric unit
working Holcombe Brook branch when electrified with 3.5 kv Dick Kerr overhead
system; diagram of enclosed side pick up for 1.2 kv pick up; five car
Prestwich unit in original condition nd notes elegant grab rails. dumb buffers,
close couplings and flat aluminum sides (how KPJ wishes heI had travelled
on one); unit in BR green in Bury Bolton Street in June 1959 (R.K. Greenhalgh:
colour); Radcliffe Central Staion in 1959 with LYR unit in it opened by Sir
Brian Robertson; Bowker Vale station opened in 1938; Class 504 at new Bury
station (Author: colour); Class 504 at Manchester Victoria in orange
livery (Author: colour); diagramatic map of Picc-Vic Project (colour); tram
tracks being laid in Manchester High Street in October 1990 with orange bus
at right angles to them (Author: colour); public information signs (Author:
colour); Class 504 inside train shed at Manchester Victoria in orange
livery (Author: colour); cover of Metrolink Light Rapid Transit brochure
featuring tramcar in orange bus livery; Metrolink tramcar in Manchester Victoria
alongside Pacer in yellow livery going to Oldham?; Metrolink tramcar No.
1005 in Aytoun Street coming or going to the catacombs below Manchester
Piccadilly Staion; 1991 map of proposed network; rebuilt Victoria station
with new tramcar heading out to Piccadilly.
Chris Fox. 'Western' summer. 754-6.
See also front cover. A ratther
disorganized trrip to the West to photograph the thousands as railway
staff who knew and liked them. I seem to remember a trip through Cornwall
behind two of them when thhe acceleration was electric. Illustrations
(all colour taken by Author of Western Class 52 Co Co diesel hydraulic
locomotives): No. D1070 Western Gauntlet on seawall at Dawlish on
westbound expresss on 13 August 1976; No. D1072 Western Fusilier at
Penzance with Paddington service on 10 August 1976; No. D1070 Western
Glory on seawall at Dawlish on up expresss for Paddington on 13 August
1976; No. D1054 Western Governor waits at Plymouth with a parcels
train for Penzance on 11 August 1976; No. D1001 Western Pathfinder
on down express for Paignton on 13 August 1976.
Alistaire F. Nisbet. The Kinghorn and Berwick
collisions of December1891. 757-61.
Very unusual fate fell upon passengers on an overnight train from
Aberdeen to London King's Cross on night of 10/11 December 1891 when it was
involved in collissions at Kinghorn in Fife and at Berwick. It was a night
of storm which included snow and the Board of Trade inspector,
Major Marindin placed the blame
for both accidents on the drivers for excessive speed and in part on the
signalmen. Illustrations (none of actual events): NBR Class M 4-4-0
No. 633 approaching Bridge of Earn with a Perth to Edinburgh passenger
train in 1901 (locomotives of this type involved in both accidents:
(R.W. Lynn Collection); B1 4-6-0 stopping at Kinghorn station on Dundee to
Edinburgh stopping train on 20 Auugust 1959 (W.A.C. Smith); NBR 4-4-0
No. 637 (engine which worked special from Edinburgh and which struck goods
train approaching Berwick); Berwick station in early 20th century;
East Coast Joint Stock six-wheel third class carriage No. 176; V2 2-6-2 No.
60900 propelling oil tank wagons into sidings north of Berwick on 25 May
1962 (Michael Mensing: oil tank wagons not involved in either accident);
signal cabin at Berwick station (not clear if extant in 1891: R.W. Lynn
Collection); East Coast Joint Stock six-wheel sleeping car No. 184 (David
J. Williamson Collection); A2 Pacific No. 60537 Batchelor's Button on
06.50 stopping train from Edinburgh on 2 June 1962 arriving Berwick
(Michael Mensing)
Bolton on the turn. Emery J. Gulash. 762.
Colour photo-feature: Cravens Class 108 diesel multiple units with
large destination boxes above cab: Bolton Trinity Street with blue nit at5
front and gree n one at rear heading for Wigan, but rear indicator states
Rochdale; Class 108 heading passing Bolton East Junction; three blue cars
and one green head for Colne approaching Bolton East Junction with invisible
coaling tower in background in front of Beehive Spinning Mill (all taken
in May 1968),
Stewart Squires. The site for Caythorpe station.
763
Between Grantham and Lincoln on former direct line: Caythorpe was
near the residence of George Hussey
Packe MP, Chairman of the Great Northern Railway and therefore
rather better appointed, but was remote from the village. Map and illustration
of station in 1954.
Readers' forum. 764-5
Repeat of that of previous month
Index. 766
