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Previous volume (7)
Part 1 (January/February)
B1 class 4-6-0 No 61309 at Shipley bend in December 1965. Barry C. Lane. front cover.
A problem of verification. David Jenkinson. 3.
Editorial: checking sources: reference works.
Wood Green charter celebrations 1958. Dick Riley.
4-5.
Colour-photo feature: Held at Noel Park 12-14 September 1958: A4 No
60022 Mallard with a type 4 No D208 English-Electric 2000 HP diesel;
A4 No 60022 Mallard with steam crane No 110 from Peterborough giving
children a lift in an old goods wagon body; a J52 No 68846 and class C12
No 67352 (Cinema Coach also visible); Class 9F No 92196.
Edinburgh's lost trains and railways. Charles Meacher.
6-12.
Map from Working Timetable. Reminisences of being a spare driver and
of being a fireman. The most interesting are those relating to working the
Sentinel railcars: Nettle to reach the Selkirk branch had to climb to Falahill
- a difficult task. There was still a difficulty in keeping the boiler of
Quicksilver filled on its shorter journeys in the Edinburgh area. Describes
freight working on a large number of Midlothian and East Lothian branch lines:
Coal trains on the Glencourse branch had to cross a high viaduct designed
by Thomas Bouch. On the Loanhead branch (Lady Victoria Pit) the coal trains
hauled by J37 0-6-0s required a special firing technique to cope with the
1 in 70 gradients. Trips on the Gifford branch involved the exchange of
locomotive coalmfor local produce. Memories of the Penicuik branch involve
esparto grass and coal to the Dalmore Mill and presents of stationery for
the staff. On the Polton branch the Bilston Burn was crossed .by a deep wrought
iron truss. On the North Berwick branch the duty driver used to check up
on the night cleaner. The Aberlady and Haddington branches are also
mentioned.
Illus. (b&w): V3 No 7670 at Edinburgh Waverley in company with a B1 and
a D30; B1 class 4-6-0 No 61341 passing Morningside Road with a breakdown
train; Class N15/1 passing Duddingston and Craigmillar station; V3 No 67670
at North Berwick with its successor on the branch a DMU; Ex NBR No 65258
passing through Morningside Road station; A filthy BR Clan No 72000 at Newington;
V3 No 67624 at Edinburgh Waverley; Representative diagram of lines round
Edinburgh; No 68481 one of two J83s used as the Waverley west end pilot;
Sentinal-Cammell rail car at Waverley.
Vive La France - locomotives of that name. Tom Middlemass.
13-16.
LNWR Webb compound; GWR No 102 La France in original livery
and condition in 1903 and as rebuilt in 1913; LBSCR No 39 La France
outside Brighton shed; and as B39 Hartland Point, including when rebuilt
by Bulleid with sleeve valves: see also letter by Richard
Harman on page 107. In its original state it was named for the visit
of President Raymond Poincaré.
The trials and tribulations of a North British station
master. Paul Rees. 17-24.
The life of a rural Station Master on the North British Railway at
Belses is shown through surviving official correspondence, the most serious
of which was a reprimand for a poor Auditor's report. Most of the other
communications are far more routine. H. Haney was born Hugh Haney in 1841.
He married his wife Margaret in 1864 and moved to Belses in 1874. He had
two daughters Margaret, who was always called Love, and Nellie. They were
both unmarried and worked at the station with their father. During the 1880s
Hugh acquired twenty acres of land close to the station on which he is said
to have built a house of old railway sleepers. His use of timber as a building
material may be supported by a letter from the telegraph superintendent referring
to his "getting forty old poles". Around 1900, Hugh's grandson Arthur was
born. Six years later, he retired and moved into his 'Fir View' smallholding.
The family acquired a gig to run a taxi service and the 'girls' continued
to work at the station. Hugh died in 1914, his wife outliving him by just
eleven months; she had been an invalid for many years. They are buried in
Ancrum churchyard. Margaret, Nellie and Arthur lived on at 'Fir View'.
See also letter by J.F. Mallon on p. 163.
Errata page 331 (serious). Illus. (b&w):
Hugh Harvey and family at their home at Belses; A Risk note. Certificate
of competence of a Block telegraph signalman; Special traffic note. A sharp
comment concerning report from the Audit Office. Request for information
about manure traffic!. Belses station in 1955 Railway. Belses station in
1964 Railway. A memo about a lost parcel. Parcels Way-bill; A memo about
short change in his wages.
The Kylchap A3's. Joe Richardson (phot.). 25-7.
Colour photo-feature: May 1964: A3 No 60045 Lemberg at Darlington
; A3 No 60100 Spearmint stands head to head with a unidentified sister
at Gateshead; A3 No 60040 Cameronian inside Heaton. A3 No 60092
Fairway on its way north from Newcastle; A3 No 60051 Blink Bonny
at Gateshead; A3 No 60100 Spearmint at Gateshead.
The converted 'Royal Scots'. 28-9
Colour photo-feature.: 46126 Royal Army Service Corps at Euston;
46170 British Legion (clear view of nameplate) at Euston (Cliff Woodhead);
46106 Gordon Highlander with straight-sided smoke deflector plates
at Bromsgrove (John Edgington) see letter from Stephen
Gordon (p. 107) which corrects suggestion that straight-sided smoke deflector
plates were fitted on rebuilding, but were fitted in 1954; 46115 Scots
Guardsman at Hellifield (Joe Richardson).
The rebuilt Bulleid light pacifics. 30-1.
Colour photo-feature. 34087, 145 Squadron at Waterloo reversing
out with Bournemouth Belle stock in summer 1961 (Cliff Woodhead);
34052, Lord Dowding at Waterloo and at Eastleigh (includes excellent
view of nameplate) (Alan Tyson).
Along Kentish by-ways. John Edgington (captions).
32
Colour photo-feature: East Kent Light Railway No 2 at Sheepherds Well
in April 1939 (R.G. Jarvis); Kent and East Sussex No 3 at Rolvenden in September
1947 (J. Jarvis)
The end of broad gauge. John W.E. Helm. 33-40.
One hundred years have elapsed since the Great Western Railway's broad
gauge passed into history. However, the final demise of Brunel's great work
has largely gone unrecorded. This is a pity as the operation itself was a
considerable feat requiring the wholesale conversion of lines in Cornwall
and Devon in just two days. It created enormous logistical problems as nothing
on this scale had been attempted before. How and why the final conversion
in May 1892 was accomplished form the subject of this article.
Illus.: the last broad gauge train leaving Paddington behind Iron Duke Great
Western; the train at Teignmouth; complicated mixed gauge layout at Penzance;
gauge conversion in progress at Plymouth Millbay; two views of the broad
gauge dump at Swindon; No 2129 Stag - 4-4-0T used for shunting withdrawn
stock; covertible 2-2-2 No. 3024..
The Ashford - Newcastle leave train. D.W. Winkworth.
41-3.
WW2 special train which ran between 1940 and 1944 and was composed
mainly of LNER stock, including buffet car: route was via Redhill, Reading,
Oxford, Banbury, Nottingham, Sheffield and York and took 12 hours.
See letter from G.D. Matherell on page 166 concerning
motive power and loads. Illus. (not of actual train): soldiers enjoying a
drink in an LNER buffet car; cartoon; Service personnel at a big station;
Goodbye, as back to our billets we go.
The Glasgow & South-Western Railway Co. and wagon
demurrage. Arnold Tortorella. 44-8.
Action taken by GSWR against Polquhairn Coal Co. at the Sheriff Court
in Ayr in May 1913 under the Railway Rates & Charges Act of 1892. An
appeal was made on behalf of the coal company to the Court of Sesion and
this was heard on 22 October and 2 November 1915 under Lord Mackenzie. The
railway won its case. There was a follow-up article by Mallon on action in
England at about the same time, including action by the NER.
see page 386 Volume 9. Illus.: GSWR: (from
HMRS R.Y. Pickering Collection): 10 ton open mineral wagon no 15831; 12 ton
open mineral wagon no 16410; 6 ton cattle wagon no 17047; 8 ton dropside
wagon no 14943; 16 ton boiler tube/open goods wagon no 17467; 20 ton steel
hopper wagon no 17480; Rebuilt class 22 no 149 toiling through Monkton; Drummond
no 331 accelerating out of Ayr with a fitted freight; List of numbers of
wagons belonging to the GSW in 1910
Rolling stock focus - contrasts in [May] 1964. Celyn
Leigh-Jones (phot.). 49.
Weed killing special (Chipman Chemical Co. behind 57XX 4622, and a
test train behind No D1733 in Monastral blue (train inclues XP64 experimental
coaches, and whole ensemble is in approximation of subsequent BR blue livery:
locomotive has rail logo on red background in a sort of patch at front:
both near Gerrards Cross.
Readers Forum.50.
Gremlins/errata. Roger Carvell.
See feature page 286 (Volume 7): map (p.
288) lacks Alexandra Palace on it.
Rear cover 7 (6). Editor
Erratum: Somers Town, not St Pancras Goods Station.
Waterloo to the West. David J. Wroe.
See feature in Volume 7 page 130 10.35 to
Padstow in August 1939 was a Mondays to Fridays train which detached a portion
for Bude at Halwill: the remainder - a four coach dining set plus corridor
third ran through to Padstow. On Saturdays the train left Waterloo at 10.41
and ten coaches including dining car ran through to Padstow, running semi-fast
from Halwill. According to this writer assistance was provided as far as
Camelford (see below).
Waterloo to the West of England in the thirties. J.R.W.
Kirkby.
See feature in Volume 7 page 130 According
to this writer train did not stop at Halwill on Saturdays in summer. T9 class
were capable of hauling ten coaches (eleven on occasion) on North Cornwall
line.
The 'Cambrian Coast Express'. David Maidment.
John Edgingon's "unidentified" (vol
7. page 252) Castle was 4090 Dorchester Castle as
it had a slightly extended smokebox to accommodate the double chimney and
four row superheater: it had a reputation for excellent
performance.See also letter from B.J. Harding (page 166)
which gives an extended account of those few Castle class locomotives fitted
with extended smokeboxes.
Weardale (Vol. 7, No. 5). Ian Holloway.
Upper photograph (page 234): the central
hump road (kip) on inclines was used by ascending wagons. Rogerly incline
may have been converted to locomotive working, or was this Rogerly
Incline: see letter p. 163 by J.F.
Mallon..
Weardale (Vol. 7, No.5). Geoff Hall
Criticism of map in article beginning
7-230
Dovey Junction. D.Q.A. Haigh
Locomotive on Cambrian Coast Express was not a Manor,
but a class 4 4-6-0 (rear cover May issue
1993)
The 'Pig & Whistle railway. Brian Turner.
51.
See 7 page 257: On 30 June 1909 the
10th and 11th batteries of 4th West Riding Howitzer Brigade of the Royal
Artillery arrived at Knott End. On Sunday 2 August 1909 twelve special trains
were run.
The decline of freight. D.K. Horne.
Convoluted assertions: main thrust is that it is impossible to combine
the transport of passengers and freight on the same system whether it be
railway or motorway. In theory rail freight should be cheaper than road.
Queries why Beeching tolerated London suburban railways. KPJ: presumably
because of the location of the Tory majority. Written in response
to feature by Clem Huzzey 7 p.237..
Backtrack Vol. 7 No. 5. John Edgington.
This portmanteau letter made references to many features in the issue
stated: (1) Guest editorial by Keith Horne (7-227):
ERO=Executive Research Office; (2) motorway mileage quoted on page 239 (Huzzey
7-237) was incorrect: 6 miles not 416 in 1958;
(3) Pig & Whistle Railway (page 259: begins
7-257) incorrect distances quoted; (4) illustration
page 261 (article begins page 257) refers to Black
Hawthorn, Stephenson & Co as builder of Hebe: this is incorrect
should have been Black, Hawthorn & Co. - Robert Stephenson & Co.
amalgamated with the locomotive building side of R. & W. Hawthorn Leslie
on 1st January 1937 to become Robert Stephenson & Co.; (5) takes
H.P. White to task for misdefinition of shoddy (not cotton)(last page of
feature beginning 7-268)
LMS full brake. T.J. Deacon.
Location Bailey Gate:
7-273.
Belle Vue Carnival. Peter Treloar.
First Carnival was on 27 September 1925 when 2-2-2 3020
Cornwall and 4-6-4T 11111 were exhibited: see
7-298
Tram and its origins. T.R. Pearce.
Derivation from tramen - German meaning beam - beam carries
wheels. See Charles E. Lee: The evolution of railways and M.J.T. Lewis:
Early wooden railways. Tram came to be used for mine wagons by
back-formation from tramways. Previous letter
7-330: original article about Lambourne
Valley Railway! 7-209
Early footplate days on the Great Western. Vol. 7 No.
6. John Bolton.
In 1956 writer was working at Bath Road shed. The foreman of the heavy
repair shop was known as 'Dido' Robson - his great great grandfather was
the engine driver of Dido
(7-300). The final paragraph refers
to Planet and Vulcan, but the dates are clearly incorrect:
should be 18-- not 19-- as quoted.
The London Transport Northern Heights Extension. A.M. Lawrence.
The Bushey extension was driven by the lack of a site for a depot
in the Finchley area. The Archway branch would have been connected to the
Alexandra Palace branch, but the gradients would have been excessive. Stroud
Green was built after 1881. The flyover across the ECML was part of the original
intention to serve the City. Notes all the changes made on the Edgware branch
from Finchley Central. See 7-286..
The London Transport Northern Heights Extension/Railway queens. A.J.
Roberston
Original 7-286. Great Northern
& City opened throughout from Finsbury Park to Moorgate on 14 Feb 1904.
The expenditure wasted on extension was about £1m. There is only slight
evidence for a Watford extension from Bushey Heath. The depot at Aldenham
almost reached the intended Bushey Heath destination. The Drayton Park to
Finsbury Park section closed from 3 October 1964 for the construction of
the Victoria line. The illus of Crouch End on p. 290 is pre-WW2. The finance
was a loan guaranteed at 2.5%. No money was available post-WW2. There was
even difficulty in financing the Loughton-Epping electrification - it required
a Cabinet decision. The railkway queen shown on page 298
(7-298) is Agnes Sliman - not as stated.
Colour files - early Scottish diesels. Cliff Woodhead.
52-3.
Pair of RC&W Bo-Bo locomotives Nos. D5344 and D5340 pulling into
Ballinluig on 6 July 1962; 'Inter-City' express DMU passing through Princes
Street Gardens on 1 July 1962; English Electric Bo-Bo No D8086 arriving Fort
William (see letter from G.A. Allsopp on page 163
concerning this locomotive's braking system); English Electric Bo-Bos nos.
D8104 and D 8072 leaving Fort William on 2 July 1962.
Brimscombe with 'Castle' class 5017 The Gloucestershire
Regiment 28th,61st. R.C. Riley. rear cover.
Train descending bank: 25 August 1962
The Cheddar Valley line. Colin Tribbeck. 60-1.
Colour photo-feature: still fairly new and unidentified Hymek passing
through Witham station passing ex LMS Class 2 No 41207; Collett 2251 class
No 2268 arriving at Wookey Hole; and leaving Wookey Hole see
letter from Paul Fry (page 166) should be Wookey not Wookey Hole; Cheddar
station with No 2268; Draycott station with Ivatt No 41206 entering it (all
Sept 1963).
Camping coaches on Britain's railways - Part 1. Andrew
McRae. 62-71.
Lists of locations - all railways; special arrangements for Coronation
week in 1937: the LNER had vehicles at Alexandra Palace and High Barnet;
the SR at Tattenham Corner, and the GWR at Henley-on-Thames and Wargrave.
It is not known what LMS did. The rates for hire were doubled. LMS and LNER
camping coach sites; Summary of coaches and sites 1935; LMS and GWR
camping coach sites; Camping sites in 1939; Summary of coaches and sites
1939; charges; camping coach availability; list of Wartime usage. Plans of
GWR camp coaches. Camping apartments at (mainly) closed stations (LNER only),
e.g. at Castle Howard and Akeld. Part 2: 8-172.
See page 163 for Author's list of corrections.
See Volume 12 page 232 for corriegenda and
addenda. Tables for camping coach locations on GWR, LMS, LNER and SR, also
NCC in Northern Ireland. Corriegenda page 163 make
clear that Humshaugh is in England and like Barrasford and Tarsit were on
former NBR lines. Sprouston was in Scotland but was administered from
York..The letter (page 163) gives a full list of the
locations of the camping coaches hired by the LNER during Coronation Week
in 1937 and included such improbable sleep-overs as Alexandra Palace, Loughton
and High Barnet.
Col. illus.:GWR advertising for Camp Coach Holidays; LNER camping coach No
CC 14 at Romford on exhibition in company with ex-GE loco Y5 No 7230 with
A3 in background; LNER advertisement.
B&w illus.: former MSLR six-wheeler as LNER camping coach CC 25; also
bogie coach CC117 (caption states six-wheel! and see letter from
Author on page 163); LNER camping coach no CC 117;
touring camping coach no CC66 (originally ECJS No. 90 built by NER
at York); LMS caravan no 46000 with somewhat better facilities than provided
by the LNER; LMS caravan on site by the River Severn at Coalport in about
1936; GWR C type coach no 9953 at the much photographed Gara Bridge; the
first Southern camping coach at Waterloo; plans of GWR coaches 1937 season;
SR Camping coach no 18; six wheeled clerestory camping coach at its only
season at Barmouth in 1934.
The Manor House [Thirsk] collision. John H. Farrington.
72-9.
Extremely sad story where the primary cause was the signalman James
Holmes who was unfit for night duty. He had suffered the loss of a child
and there was nobody available to comfort his wife. The station master also
failed to assess that the man was unfit for duty. A failure by Holmes led
to a fatal collision on 2nd November 1892 at the place named in the title.
The Inspecting Officer was Major Marindin. The coroner's jury was highly
critical of railway management for the excessive hours worked. The man was
tried for manslaughter at York Assizes on 24 November (think of Hatfield,
Paddington... and those without excuse not even named), but was fined. The
ASRS was strongly involved. Illustrative material: Diagram of East Coast
main line at Thirsk in 1892; Locomotive No 178 the day of the accident; Diagram
of signals and distances near Manor House Signal Box; Locomotive No 178
jack-knifed with its tender the day of the accident; Lifting No 178.
See also letter from P.A. Dixon (page 166) who is realted
to the station master criticised in this article.
Shakespeare tunnel. Roger St Clair. 80
William Cubitt was the engineer. One million tons of chalk were brought
into the sea via an explosion. The Shakespeare Tunnel is 1387 yards long
and is sufficient tall and thin for new footplate recruits to be told to
jump on the approach as they were on the wrong line and the tunnels are too
narrow. In the 1880s work started on the first Channel Tunnel, but was stopped
for political reasons. Illus.: SR No 21C157 at Shakespeare Tunnels.
Return to Donegal. David Hyson. 81-3.
Col. illus.: CDJRC (all May 1957): Walker Railcar No 19 at Strabane;
4-6-4T locomotive No 11 Erne entering Strabane on freight; class 2
4-6-0T locomotive departing Strabane on freight: letter
from W.T. Scott (page 275) states this was class 5 2-6-4T probably No.
5 Drumboe; CDJRC Headquarters station at Stranorlar; view of Strabane
station from the footbridge joining the two stations; goods train heading
for Leterkenny - view from brake at rear; CDJRC Headquarters station at
Stranorlar with diesel railcar No 15 and locomotive No 4 Meenglass
(Larne to Ballymena boat train carriage at front of locomotive-hauled
train (see xxx); Railcar 19 and van (red) arriving at Strabane.
Tyneside variety. Joe Richardson. 84-5.
Colour photo feature.: May 1964: A4 60009 Union of South Africa
on 4.30 pm to Berwick at Newcastle Central; A1 60147 North Eastern
and 60009 Union of South Africa at Gateshead MPD; V3 67690 at Gatehead
MPD, and J27 65791 at Percy Main: see letters on page 274 from
J.H. Price concerning V3 residual usage and from
Peter J Coster on the use of 60009 on 16.30.
A day at the lodge. Ron Hinchcliffe (phot.) and Alan
Earnshaw. 86-7.
Colour photo feature: Heaton Lodge on 13 April 1963 with "youhful
spotter" (must be one or other of contributor's sons as hair has been brushed):
44446 with empty mineral wagons; DMU (Huddersfield to Leeds City); 90382
with Wakefield breakdown train and 48629 on mixed freight passing speed
signalling post.
Junctions at Exeter. 88.
Colour photo feature: (i) Cowley Bridge Junction with Hymek D7044
on down Devonian on 13 July 1963 (T.B. Owen) and (ii) 34084 253
Squadron climbing towards Exeter Central in August 1962 (T.J.
Edgington).
Railways and the State - Part 2. John Smart. 89-95.
The report of the Board of Trade Committee on Railway Arrangements
and Amalgamations in 1911 recommended a reduction in wasteful competition
and set the road towards the 1923 Grouping, although the period of Governemt
Control during WW1 was also highly significant and in the immediate aftermath
of the War Nationalization was considered for a time. Sir Eric Geddes, a
former Deputy General Manager of the NER, became the firts Minister of Transport,
and initially seven groups were recommended: the southern ,western, eastern,
north western, north eastern, Scottish and London. were advocated, but these
were reduced to four. The Amalgamation Act included some easing of restrictions
on railway rates and charges and a new freight classifiaction system, but
these were inadequate to cope with road competition and the 1928 Road Traffic
Act, and subsequent Acts sought to bring some relief to the Railway Companies.
In 1933 the Railway Finance Corporation was established to increase investment
on the railways and alleviate unemployment. The LPTB was formed in the same
year. During WW2 the railways were run by the Railway Executice Committee.
The 1947 Transport Act ked tro the British Transport Commission, the Railway
Executive (and others for road haulage, hotels, etc) and the Regions. When
the Conservatives returned to power in 1951 the BTC lost road haulage and
the Railway Executive was abolished. Area Boards were established. The
Modernisation Plan was published in 1954, but this was not well costed, and
many unwise technical decisions were made, such as retaining the vacuum brake
and the selection of diesel traction. No business appraisal was attempted.
Meanwhile there was an explosive growth in freight transport by road,
subsequently assisted by motorways. The Select Committee on Nationalised
Industries in 1960 exposed weakness in the 1947 Act. Ernest Marples, elected
to stop the West Coast electrification, instigated the Stedeford Committee
and that strange chemist Beeching. The BTC was abolished in 1962 and the
BRB was created and granted commercial freedom (in theory). Labour returned
to "power" in 1964, but the most significant closues, such as the Borders
route, took place under this inept administration (they were too embroiled
in urban corruption to be interested in broader issues). The 1968 Transport
Act introduced line-by-line subsidies, the PTEs and the NFC. The Conservatives
returned in 1970 and their 1974 Railways Act introduced the Public Service
Obligation grant, the PTEs were extended. B&w illus.: ex LTSR as LMS
no 2073 at Upminster in April 1930; GWR King No 6001 King Edward
VII about to come off the Westbury avoiding line on down Torbay
Limited at Fairwood Junction; new owner for ex LMS No 46241 City of
Edinburgh (posed painting shot) - tender lettered British Railways; watching
the last train leave at Cloughton on 6 March 1965; demonstration at Summerseat
in 1966; Freightliner leaving Maiden Lane Depot hauled by D1837 in 1967 and
Pacer in Whitby Town station in 1986. See also letter from
Peter J. Coster (p. 274) on Government sequestration of railway profits
during WW2.
The Berry Brow carvings. Alan Earnshaw. 96-7.
In ealier aticle on Huddesrfield & Sheffield Junction Railway,
the author made sveral errors in his description of the carvings at, or formerly
at, Berry Brow station. The Fireplace carving is illustrated in situ at Berry
Brow station in the 1950s and as at the Tolson Memorial Museum in Huddersfield.
Other illus. show the station as before WW1 and from above (also pre-WW1).
The earlier carving with 2-4-0 was cut by Thomas Stocks in 1866 and
the later one by his son John Charles Stocks in 1886. They are possibly samplers
of the mason's art.
Irish Baltic tanks. W.T. Scott. 98-100.
Feature incorrectly attributed to Stott. The County Donegal Railway
4-6-4Ts were supplied by Nasmyth Wilson in 1904, and were originally
unsuperheated, but were superheated from 1920. They were heavy on coal
consumption and were displaced by the later 2-6-4Ts. The Belfast & County
Down Railway's 4-6-4T is alleged to be due to pressure from the Directors
who had visited the LBSCR and had hoped for something on a similar scale.
The Locomotive Superintendent, R.G. Miller refused to become involved in
such folly, but his successor J.L. Baraithwaite was railroaded into ordering
some Baltics from Beyer Peacock. These arrived in 1920, but were heavy of
fuel due to a poor front-end. The UTA attempted to improve the design.
See also letter from J.W.P. Rowledge on page 166 which
corrects some errors and shows that a 2-6-4T was originall envisaged. B&w
illus: CDR No 11 Erne at Raphoe; CDR No 9 Eske leaves Londonderry
(Derry) on passenger train in July 1953 with Craigavon bridge in background;
CDR No 9 Eske at Londonderry; BCDR No 25 at Belfast Queen's Quay;
ex BCDR No 23 now UTA 223 at Belfast.
The GWR and the Swindon Permanent Building Society.
Malcolm A. Harvey. 101-4.
The housing conditions in Swindon were unsatisfactory, and few of
the employees were enfranchised. The GWR wished to alleviate both problems,
but lacked the necessar finance, and so encouraged the development of the
building society. The President was Sir Daniel Gooch and the Trustees were
Joseph Armstrong, Edward Bowley, the latter was Chairman of the County of
Gloucester Bank, and Richard Strange (Grocer). The Secretary was an employee
of the GWR. The Society was inaugurated on 28 May 1868. The Trustees were
accuised of speculating at the expense of the Society, but the Railway had
ecouraged the trustees to acquire more land than the Society had resources
to cover. Illustrated with two street scenes and reproductions of Society's
documents.
Rolling stock focus - seen on the scap roads. John
Lloyd.. 105 (phot.)
Col. illus.: former LNER buffet car DE321068 (ex Tourist stock 9140)
at Carstairs in 1968 and LT Instruction car IC. 1077 (Cammell Laird 1920)
at Long Marston in 1969: for latter see letter by Michael
J. Smith on page 162..
Readers' Forum. 106-7.
The London Transport Northern Heights extension.
Stuart MacAulay.
See feature in Volume 7 page 296. Doubling
of Edgware branch ended before Mill Hill The Hale was reached. The Edgware
(GNR) station buildings were still extant until mid-1980s when a bus depot
and supermarket was built on the site. The tunnel under Station Road Edgware
was completed and the remains of the partially completed viaduct at Brockley
Hill were still visible: south of this the alignment has been built over.
The course of the M1 appears to have obscured the entrance to the tunnels
at Brockley Hill. See letter from A.M. Lawrence (page 162)
which states that tunnel under Station Road Edgware was completed: this
was not so.
The end of the broad gauge. John W.E.
Helm.
Errata: page 38 the seven feet should be seven inches and the 18 inches
should be 18 feet. The last item in Appendix B is also incorrect.
The evacuation of East Kent. Nigel E. Ings.
107
The picture of evacuees at Surbiton includes writer, with relatives.
Train took hime to Bideford and subsequently to Putford. He reamined in Devon
after WW2.
Early BR liveries. Keith Miles.
Writer was Engineering Apprentice at St Rollox Works, where first
"British Rail" was introduced on 15 January 1948. NBL was much slower to
catch-up: B1 E1288 appeared at Eastfield on 16 February (with 1947 building
plate); 61309 appeared 31 March; and 61309 on 15 April.
Royal Scots. Stephen Gordon.
46106 Gordon Highlander: the caption (page 28)
implies that straight-sided smoke deflectors were fitted when locomotive
was rebuilt: this was not so: these deflectors were fitted in September 1954
according to Rly Mag. and Trains Ill.(KPJ suspects earlier).
Locomotive with original deflectors is shown in Pennine Steam by Keith
Field and Brian Stephenson. 1977. (p. 102).
The London Transport Northern Heights extension.
A.M. Lawrence.
Errata: last passengers to Edgware from Finchley were conveyed on
goods trains on 6 and 9 April 1964. At that time the section beyond The Hale
was signalled for freight. Special terminal arrangements were installed at
Mill Hill The Hale following the Moorgate disaster.
Chipman Chemical tank wagon. R.
Tourret.
35 ton oil tank wagon developed in 1957.
Ex-LBSCR H1 No. 2039. Richard Harman.
See page 13 of ex La France: an explanation
of the sleeve valves is based on the description in Sean Day-Lewis's
Bulleid: last giant of steam. The modified locomotive was used on
a passenger working between Brighton and Redhill on a Birkenhead train, but
the locomotive failed outside Redhill. On a subsequent trip to Ashford with
an inspection car one of the sleeves fractured at St Leonards.
Colour files - Sowerby Bridge. John Bateman.
108-9.
Views taken on 20 May 1967: signal box; main entrance; platforms;
panorama from above (showing trackbed of Rishworth branch).
Book reviews. 110.
The Memoirs and writings of a London railwayman; ed. by A.A. Jackson.
R&CHS. HPW.
Tribute to Harold Vernon Borley: excellent review.
Kent Coast heyday. Mike Esau and Gerald Siviour. Ian Allan. JW
****
Quite well reviewed: includes hop pickers trains
The Denbigh & Mold line. W.G. Rear. Foxline. MB
An illustrated history of the Isle of Wight railways - Cowes to Newport.
Oliver Smith. WM
Industrial locomotives of South Staffordshire. IRS. TJE
Excellent review: canals are also included.
Ambergate station with class 8F easing through with a southbound freight on 27 May 1961. Cliff Woodhead. rear cover.
BR Standard class 7 Britannia 4-6-2 No 70021 Morning Star at Willesden in May 1962 (Geoff Rixon). front cover
Broader perspectives, David Jenkinson. 115.
Editorial plea to escape from the excessively British perspective
and a plug for John van Riemsdijk's Compound locomotives.
The onset of the DMU seen in its publicity. Robert
Forsythe. 116-18.
The article is based on a collection of some 15,000 items of "ephemera"
(the official title for this sort of publicity material, such as handbills
(see Guest Editorial by Fiona Forsythe 7-115).
The illustrations are reduced-size reproductions of pamphlets: Diesel railcars
introduced on Edinburgh suburban services; Diesel services: Penrith, Keswick
and Workington from 12 September 1960; North Eastern Region Day-Line Diesel
Tickets - Southern Section from 23rd March 1959 (with souvenir medallion);
Diesel Passenger Trains from 2nd November 1959... Cambridge, Newmarket...Long
Melford; Diesel Railbus Services ... Kemble - Cirencester (Town) and Tetbury
from 11 September 1961; Timetable - Diesel Electric Train Services in Hampshire
from September 10 1962. Each leaflet illustrated is accompanied by an extended
caption.
British diesel and electric trials 1919-1940. R.L.
Vickers. 119-26.
This article generated considerable correspondence (see
p.218) and showed a lack of editorial judgement as although some of the
material (both text and illustrations) is highly interesting there are several
major errors, a misleading title and sometimes a failure to grasp the
fundamentals of the topic. The original author added further
poorly cited information on page 275 relating to the LMS articulated
unit. "Reasons of space limit this article to only diesel electric vehicles"
is not true as is shown by the illustrations of several diesel mechanical
(or hydraulic) designs. "Presumably the three 95hp diesel hydraulic Leyland
railbuses tried out on the LMS" are actually ACV cars (3 four-wheeled vehicles)
for British Railways; the 'Northumbrian' diesel railcar (Armstrong Whitworth)
is a complex story and is made more obscure by Vickers' comments; LMS three
car articulated set leaving Bletchley (colour - freeze frame); LMS three
car set as new (not quite - windscreen protection fitted); Michelin rubber
tyred experimental car; first diesel-mechanical locomotive on GWR appropriately
No 1; LMS diesel-electric shunter No 7063 (English Electric) was requisitioned
by the War Dept and "its fate is unknown"; LMS diesel electric (Armstrong
Whitworth) shunter no 7063; Southern diesel shunter No 400S (Fowler diesel
mechanical) [caption incorrect see opposite page]; Southern Rly version of
No 7079 [caption incorrect see opposite page]. Bibliography.
An unexpected trip to Skegness. Charles Bayes.
127-8.
On August Bank Holiday Monday in 1939 (7th) writer had intended to
travel to Kent & East Sussex, but his train from Chingford hauled by
an F6 was late due and this led to a day excursion to Skegness from King's
Cross. This was hauled by a V2 as far as Peterborough and by a K3 thereafter.
Author was amazed at size of excursion traffic and saw LMS 4F, B4 (6104
illustrated), D9, J6, J11 (5223 illustrated), J39 (eleven present); K2 (six
present) and K3.
The Llanfyllin railway: Colin Granley. 129-36.
The line from Oswestry to Newton was opended in 18XX following an
Act of June 1855. Llanfyllin was served by a horse bus from Llanymynech,
but this erved to encourage a railway which followed the Oswestry & Newton
(Llanfyllin and Kerry) Branch Act of 17 May 1861. Thomas Savin was the Contractor
and the line was inspected by Capt Rich on 27 June 1863, and this was followed
by the opening on 17 July. The arrival of the Potteries, Shrewsbury and North
Wales Railway at Llanymynech caused a few changes. A narrow gauge (2'
6") light railway was proposed from Llanfyllin to Llangynog, but a more useful
standard gauge to Llangynog (the Tanet Valley Light Railway) was opended
on 5 January 1904. Map of railways round Oswestry: illus (b&w): Cambrian
Railways No 6 at Llanymynech station; train at Carreghofa Halt; Llansantffraid
station; Llanfechain station; Bryngwyn Halt with GWR concrete platform as
from 1938; Llanfyllin station with Ivatt class 2 No 46516; Llanfyllin station
with BR class 2 No 78005 Railway. See also letter from
Alan Rhodes (p. 275) on methods of working the line (never push &
pull) and camping coach.
Class 8Fs at Chinley. Alan Tyson. 137-9.
Col. illus.: 48695 and 48189 on mineral train and empties on 24 March
1962; unidentified 8F descending gradient with mixed freight on 10 May 1966;
8F No 48324 coming up with class H freight on 21 January 1967; second view
of No 48324 from rear; No 48677 in charge of a train of Buxton Lime on 4
February 1967.
The Great Western approach to Birmingham. Michael Mensing
(phot.). 140-1.
Col. illus.: 51xx class No 4171 passing Widney Manor with long corridor
train on 25 June 1963; Grange class No 6879 Overton Grange at the
same place and date with train of oil tank wagons; 28xx No 3825 passing Adcock's
Green on 15 June 1962 with down train of iron ore; 56xx class No 5658 (green)
nearing Tyseley with Presflo and coal wagons on 16 May 1962.
Warships on the Southern. Bruce Oliver (phot.).
142-3.
Colour photo-feature: all green unless stated otherwise: D804
Avenger at Basingstoke on 10 September 1966; D804 Avenger near
Fleet on 30 May 1966; D814 Dragon about to pass under the Basingstoke
Canal near Farnborough on 30 May 1966; D808 Centaur at Wimbledon with
train in mixture of liveries (green, maroon and blue/grey)in June 1967; D813
Diadem (maroon) with a mixed lot of carriages near Woking in April
1967; D815 Druid (maroon) between Brockwood and Woking in April 1967.
See also letter from Paul Gibbons on page 219 which
identifies many of the workings..
The Royal Border bridge at Berwick and the railways of Berwick
on Tweed. David Anderson. 145-50.
An extensive quotation from A history of Berwick-on-Tweed published
in 1849 concerning the destruction of Berwick Castle fails to compensate
for a full description of the significance of the Royal Border bridge which
appears to reflect the brevity of the Royal opening (12 minutes) by Queen
Victoria and Prince Albert. Includes a painting by Brian Lancaster of the
Royal Border Bridge at Berwick with V2 No 60964 Durham Light Infantry
(col,); The Royal Border Bridge at Berwick with a Class 45 with a cement
train; BR class 4 No 76050 at Berwick; Class A3 No 60080 Dick Turpin
with a Newcastle express; ex NER class J21 No 65099 doing some shunting in
Berwick North Yard; inside and outside of Berwick signal box; outside of
Tweedmouth North signal box; V2 No 60962 arriving at Berwick coming off the
bridge.
Branch line station master. Tony Carter. 151-5.
Author was appointed Station Master at Steyning in 1959. His duties
also covered Bamber and Hefield, and he was on-call for Southwater on the
Shoreham to Christ's Hospital branch. His duties included staff rosters,
paybills, staff travel, reporting accidents, problems with the gas lighting,
visits to the signal boxes, season ticket
renewals (including reminders), ordering stores
and stationery, uniforms, first aid equipment, wagon requistions, accounts
and banking. There were late trains to enable passengers to return from the
theatres in Brighton and ramblers' excustions. At the beginning the line
was served with push & pull sets operated by H and M7 class locomtives,
but had DEMUs before closure came on 7 March 1966. Map of Shoreham to Christ's
Hospital branch; illus. (b&w): Steyning station frontage 1960; Bramber
station trackside Railway; Steyning station trackside 1960; ex-LBSCR class
K No 32353 passing Henfield; push-pull calls at Partridge Green; West Grinstead
station Railway; A push-pull leaving Southwater behind ex-LBSCR class D
Compound origins of the multi-cylindered locomotive.
John Van Riemsdjik. 156-60.
Having considered the progenitors (Isaac Dodds patent and Stephenson
2-2-2-2 of 1846) the origins of "modern" multi-cylinder British designs can
be traced to Continental influences, notably those by Edouard Sauvage and
de Glehn. Author regards NER 4-4-0 No. 1619 (designed by Smith) to have been
a seminal influence, both for acting as the prototype for the Midland compounds,
and as introducing simple 3-cylinder designs, notably the Royal Scot,
but also desuigns by Raven and Robinson, which were smoother in operation
than 2-cylinder (outside) designs. The Smith design owed much to the Sauvage
three-cylinder compound 2-6-0, with concentrated drive on the centre coupled
axle, illustrated in Egineeing in Decemeber 1889 and exhibited in
Paris in the same year. The du Bousquet/de Glehn influnce on Swindon design
is also noted and how this was perpetuated in the Castles,
Kings and LMS Pacifics. The influence of Adolf Klose of the
Würtemberg Railway with his 3-cylinder compound 2-4-2 and 0-10-0 designs
with equal-sized cylinders intended for working as simples on severe gradients
is also considered. The Claughtons were influenced by the Mafei locomotives
for the Bavarian State Railway. The author concludes by noting the close
co-operation between railways at that time, noting especially the influence
of Walter Smith.
Illus (b&w): Robinson GCR 3-cylinder 0-8-4T for shunting; La France
in action; Nord de Glehn 4-cylinder compound 2-2-2-0 No 701; Sauvage
Nord 2-6-0 three cylinder compound at Paris; NER three cylinder 4-8-0T hump
yard shunting loco (designed by Raven); NER three cylinder compound No 1619
about to leave Leeds; Nord no 701 but now a 4-2-2-0; Raven 4-6-2T goods tanks
with three-cylinder simple expansion
Rolling stock focus - the London and South Western director's
saloon 161
The London and South Western director's saloon at Eastleigh shortly
before being scrapped; and as used as a driver training coach here shown
with H class No 31548.
Readers' Forum. 162
Railways and the State. Robert Emblin.
Argues that it is not true to state that the profits from the NER
were required to prop-up the less profitable companies forming the LNER,
and that the NBR was the most profitable company at the end of WWI! The downtown
in traffic at the end of WWI was due to the high inflation in 1920 which
led to a doubling of the Bank Rate. People could no longer afford to travel
and unemployment rose. Road hauliers were able to cream the most profitable
traffic. Cites Dyos and Aldcroft: British transport - an economic
survey. Penguin, 1974. Emblin claimed that this letter contained errors
and the giszt of what was intended is summarized on page
218.
Railways and the State. D.K. Horne.
"Having themselves [the Government] increased the costs - compelled
the railways to live off their capital. By their definition the railways
were nationalised then - and will remain so." This was referring to the post=
World War I situation, but is remarkably perceptive in terms of the present
British railway scene [Abstract written 2002-08].
The London Transport Northern Heights
extension. A.M. Lawrence.
See letter from Stuart MacAulay on page 106.
The tunnel under Station Road, Edgware, was not completed. In 1966 Station
Road had to be dug-up to extend two of the platforms at the station. It is
not clear whether the second track reached Mill Hill The Hale. A.A. Jackson
refers to extension of the GNR Edgware branch to Watford (Rly Mag.,
1967, Feb.) and D.S.M. Barrie to an extension from High Barnet to Barnet
Common (Rly Mag., 1939, Aug).
London Transport Instruction Car No. IC 1077. Michael J.
Smith.
See feature on page 105: This car was manufactured
by Cammell Laird in 1920 for the Piccadilly and was the first tube stock
to have air-operated doors. The bulk of the stock was withdrawn in 1938 having
been moved to the Bakerloo line to work Elephant and Castle to Queen's Park
services when the open-air services began on the Piccadilly line. Some remained
on the Aldwych shuttle until 1948, but the bulk was withdrawn in 1938, but
some survived WW2 in store and IC 1077 was one of these: the motors had been
removed and they had to be towed between depots.
The evacuation of East Kent. Deric Fuller. 163.
Writer is extremely sceptical about the programme described in the
article by Beckett, as the civilian popoulation had flead following the Dunkirk
evacuation. Quotes book by Roy Humphreys Thanet at War.
The trials and tribulations of a North British station
master. J.F. Mallon.
See article page 17. Writer had studied
North Eastern Railway staff matters: the tone of the letter to Hugh Harvey
dated 18th June 1887 is typical for the time, an 'extreme recommendation'
meaning removal to another post or the sack. Companies expected more from
such people than provided by the educational standards of the time. However,
the quality of his work was obvious prior to his appointment to Belses. Tom
Elgey, a York district Station Master in the 1950/60s [wrong century?], was
described as similarly 'gifted'. Reporting of minor offences was endemic,
even encouraged by railway managers. The Station Master at Lanchester, in
an occurrence book rescued from the signal box and now at Kew, was described
"as twisted a specimen" as the signalman had ever met. Belses was in a
sheep-rearing area and there would be some rail despatches. What is shown
from the documents reproduced is the remarkably high standard of writing
and the similarity taught in different schools.
The Weardale branch. J.F. Mallon.
See letter by Ian Holloway (page 50)
refering to feature Vol. 7 page
230: the upper photograph on p.234 is not Rogerley, but may be Parson
Byers. The wagons are in the pre1937 LNER livery and belong to the former
NER diagram P5. Bankriders usually stood at the diagonally opposite end of
the leading/last wagon either to detach the rope or apply the brake at journey's
end. Most of Mallon's detailed comments have been used to correct the notes,
but those on driver Morgan Lynch are left here. He was born 20th October
1901 and transferred from North Blyth to Wearhead in April 1952. In a later
picture Morgan Lynch is allowing his fireman to drive. Not all drivers were
so accommodating and one friend, now 97, went to pass without ever having
had a regulator in his hands!
Type 1 diesel-electrics. S.G. Allsopp
See photograph on page 53: showing English
Electric Type 1 No.D8086 running into Fort William. This was one of two
locomotives (No.D8085 was the other) that were fitted with Westinghouse automatic
air brakes, for hauling electric multiple units, in addition to their existing
vacuum brake equipment. Evidence of this modification is the two flexible
air pipes mounted on the locomotives front buffer beam at a suitable height
so that adapter pipes are not needed to enable them to couple to EMUs. Two
pipes (train pipe and main reservoir) are similarly mounted at the rear of
the driver's cab. At that time (1962) the Glasgow 'Blue Train' network was
divided into two, the section south of the Clyde based on Central station
and that north of the Clyde based on Queen Street (Low Level) station.
Maintenance of all of the Class AM3 (now Class 303) EMUs was carried out
at this time at the EMU depot at Hyndland, on the Queen Street to Helensburgh
line. As there was no electrified connection between the two halves of the
system at that time, these EMUs had to be hauled 'dead' when maintenance
was required. At first steam power was used, in the form of ex-Caledonian
0-4-4Ts. They retained their Westinghouse brakes and so could operate the
EMUs air brakes. With the demise of these elderly steam locomotives, this
pair of Type 1s were air brake equipped and were regularly employed moving
EMUs.
Camping Coaches on Britain's railways. Andrew
McRae.
See page 62: There are several corrections to the
tables and this letter includes a full list of the locations used for camping
coaches during Coronation Week in 1937 including sleepy Sudbury Hill and
Fairlop and tottering back to Totteridge. There are also additions to the
list of kitchen and bathroom utensils provided, such as a fish slice and
a wooden spoon (presumably also handed to hapless editors)..
Camping Coaches on Britain's railways. Jack
Burrell.
See page 62: in The Railway Magazine for
February 1940 there is an account of a trip on the branch goods, just before
WW2, to Fort Augustus. Only Gairlochy is credited with providing accommodation.
The rent was given as £2 to £3 per week. The freight only ran on
Saturdays and the guard lived in the station house at Gairlochy where his
wife tended the visitors. There is also an account of how camping vehicle
visitors were sent by parcels train on the Alnwick to Coldstream
branch.
The Ashford-Newcastle Leave Train. G.D. Metherell.
166.
See feature on page 41 by Winkworth: writer observed
this train fairly regularly from mid-1941 until it ceased in 1944. It was
normally composed of SR and LNER stock on alternate days, strengthened at
peak times to as many as sixteen or seventeen coaches. When this occurred,
assistance was provided, especially in the southbound direction, over the
steep gradients between Guildford and Redhill mainly for the climb from Shalford
towards Gromshall, although the start from the Deepdene stop was difficult
in both directions. All the Redhill U1s (Nos.1890-1899) were noted working
the train together with Us Nos.1635, 1798, 1806 and Nos.1414, 1839 and
1861.
'Castle' class engines with longer smoke boxes. B.
J. Harding
See letter from David Maidment on page
50: there was a second engine No.4093 Dunster Castle
with a smokebox four inches longer than standard and this was the third 'Castle'
to be equipped with a double chimney. Like No.4090 Dorchester Castle,
it was fitted with a four-row superheater boiler (HC6688) and when they were
rebuilt Nos.4090 (April 1957) and 4093 (December 1957) were both given new
front ends incorporating new front half frames, cylinders, &c, and mechanical
lubricators, making them virtually new engines. All Castles fitted with double
chimneys after No.4093 (with the exception of No.5068 mentioned below) retained
their standard length smokeboxes. In March 1960 No.4093 reverted to a standard
length smokebox whilst retaining a four-row superheater boiler and double
chimney and it was condemned in that condition in September 1964. In November
1960 No.4090 was fitted with the boiler from No.4093, which had the longer
smokebox and double chimney, and ran in that condition until withdrawal in
June 1963. The boiler HC7671 new to No.4090 in April 1957 was fitted to No.5068
Beverston Castle in March 1961, retaining the larger smokebox and
double chimney, and this engine ran in that condition until condemned in
September 1962. Boiler HC7671 was built new in 1957, whilst boiler HC6688
was one of the two-row superheater type HA built new in 1940 and converted
to four-row superheater type HC in 1957.
The Manor House Collision. Peter A. Dixon.
See article by John Farrington on page
72: writer's great grandfather, Thomas Kirby, was
Station Master at Otterington at that time. He joined the North Eastern Railway
in 1866 at the age of 14 and was a clerk at Whitby where he married his first
wife in 1873. He transferred to Pickering in 1875 where his wife and child
both died shortly after. In 1877 he married Alice Jane Tyson, the youngest
daughter of Ambrose Glenton Tyson who was Station Master at Pickering from
1854 to 1888. In 1888 Thomas was appointed Station Master at Otterington.
It is understood in the family that following the accident Thomas Kirby was
lampooned in the music halls (something which would be considered in bad
taste today) and was hissed at by passengers in trains at Otterington station.
Naturally, his health was affected by this and in 1898 he transferred to
the 'quieter' post of Station Master at Kirkham Abbey on the Scarborough
branch. He died in February 1901 of apoplexy and is buried in Manor Road
Cemetery in Scarborough. His widow died in 1925 and, interestingly, the death
certificate shows her as widow of Thomas Kirby, Station Master LNER! Of Thomas
and Alice's seventeen children, five entered service with the railway. One
was Station Master at Sessay and another Station Master at Weaverthorpe and
Melmerby Junction. Another of his sons was killed in a railway accident in
California.
A day at the Lodge. G. Stewart.
See feature on page 86. Writer commenced
employment with LMS as Junior Porter at Bradley station at Easter, 1939.
At that time two acquaintances were signal box lads (train bookers) at Heaton
Lodge Junction cabin. His home was situated between Battyeford and Northorpe
(Higher) stations and very close to the Leeds New Line. The statement that
"the New Line brought a further increase to traffic on the Calder Valley
Main Line" is totally incorrect. At no point did the New Line impinge on
the CVML and in fact the New Line joined the ex-LNWR line at Spen Valley
Junction. The concept of the New Line was to decrease congestion on the CVML
between Heaton Lodge Junction and Thornhill LNW Junction. As to the statement
that the Midland line from Mirfield to Huddersfield also increased traffic
on the CVML, it was writer's impression that traffic on the Midland line
was always very light.
The 4.15pm Paddington-Banbury. Robert
Barker
See colour photo-feature in Volume 7 page
310: the 4.15pm Paddington to Banbury conveyed the Bicester
slip coach from the 5.10pm Paddington-Wolverhampton as a local service to
Banbury. Though the last slip coach operated in September 1960, and the wayside
stations except King's Sutton closed in 1963, the 4.15pm continued to wait
over twenty minutes at Bicester for the 5.10pm to pass, even after steam
gave way to 'Hymeks' on 11th June 1965. Old Oak Common (or Southall from
March 1965) turned out any available engine and representatives of at least
eighteen sheds appeared between February 1964 and June 1965. Two hundred
observations between these dates produced 100 'Halls', 67 'Castles', 30
'Granges', two 'Manors' and a 'County'. There were in addition six dmus,
complete with Hawksworth strengthening coach.
The Cheddar Valley Line. Paul Fry.
See feature on page 60: the station
situated between Lodge Hill and Wells was not Wookey Hole, but was just Wookey,
the station being midway between the villages of Wookey and Wookey Hole.
This caused many problems for visitors making their way to the Caves at Wookey
Hole. The name 'Cheddar Valley Line' really only refers to the line from
Yatton to Wells. Originally this railway was proposed under the Cheddar Valley
and Yatton Railway Act 1864 - "the Cheddar Act" - in which the Somerset and
Dorset Railway Company was authorised to make Three Railways (in this Act
called "the Cheddar Valley Railway") from Wells to the Bristol and Exeter
Railway at Yatton. The powers were taken over by the Bristol and Exeter Railway
under the Bristol and Exeter Railway (Additional Powers) Act 1865, which
built the line to Wells opening throughout in 1870 as broad gauge. The B&E
was absorbed into the Great Western Railway in 1876. The line from Wells
onwards to Witham was built and operated as broad gauge by the second railway
to arrive in Wells 1870 - the East Somerset Railway, also to be absorbed
into the GWR in 1874. The first railway into Wells was the Somerset Central
Railway 1859.
The County Down Baltic tanks. J.W.P. Rowledge
See feature on page 98. The expert
on Irish locomotives corrects some errors. The successor to R. G. Miller
was John L. Crossthwait, not Braithwaite as printed, who joined the company
during 1919. The period of gestation for the Co. Down Baltics was rather
longer than the author suggests. As early as October 1913 Beyer, Peacock
forwarded a proposal for a 2-6-4T, followed by revised versions in November
and December 1915. Even if the directors were impressed by the Brighton Baltics
in 1916, the 2-6-4T was still in favour when two further schemes were submitted
on drawings dated 1st August and 13th October 1917. Then a further version
was dated 27th March 1918, being presumably the scheme on which the order
was based when confirmed in July 1919 - thus the Baltic was accepted in Miller's
time. In view of conditions following the end of the First World War, the
railway was very lucky to receive the engines so quickly, the first two in
June 1920 and the other two in the next month.
Colour files - London Transport steam. 164-5
LT No L53 (Peckett 0-6-0ST); E class 0-4-4T Nos. L 50 and L47; LT
F class 0-6-2T LT 52 (all at Neasden) and K class (2-6-4T) LT No 112 at Amersham
(all in late 1930s in various hues of red). This feature inspired
an informative letter concerning non-Metropolitan Railway steam (page 222)..
D 1008 Western Harrier on the 'up' Cambrian express
near Acock's Green Birmingham on 17 September 1962. Michael Mensing.
front cover.
At this time the caption to this illustration was on the rear cover
and a letter from John D. Athey (page 275) in a far
from clear way refers to both illustrations and captions: the part relating
to the front cover noted the former use of chocolate and cream prior to the
all-maroon phase as illustrated hereon.
A personal message. David Jenkinson/It's later than you think.
Mike Blakemore. 171
(1) report of heart attack, and (2) the sorcerer's apprentice on how
he perceived history then: "recent history" to him had seen the introduction
of the English Electric Type 4s (KPJ 2006: now they look like "prewar" (i.e.
pre-1939) American diesel motive power)
Camping coaches on Britain's railways - Part 2. Andrew
McRae. 172-82.
In May 1952 British Railways exhibited two camping coaches at Marylebone
Station to inaugurate the post-War programme. There were 89 refurbished vehicles
in addition to the 24 in service on the Southern Region. The changes over
the period 1955 to 1964 are covered in detail. There are full lists of locations
in 1955 and 1961. Cost are detailed. Bottled gas gradually replaced paraffin
oil for lighting and cooking, but at Scalby and Robin Hoods Bay electricity
provided this function. The converted Pullmans provided great comfort and
an Elsan toilet was provided. There were camping apartments on the Scottish
Region and camping cottages on the North Eastern Region in disused railway
premises. There are notes on liveries (green and cream predominated) and
on numbering. Part 1: 8-62. See
Volume 12 page 232 for addenda/corriegenda.
Terry Morrell suggests formation of Camping Coach
Study Group (Vol. 9 page 278). Further corriegenda
page 275 and more info from A.W.H.L. Wright
Camping coaches Nos. M020454M after its winter spruce up at Wolverton (green
& cream) see also subsequent letter from Author
in Volume 11 page 106 and correction to it
from David Jenkinson; DM SC 30 (incorrectly stated (see
letter by Jim Smellie on p. 331) to be L&Y vehicle, but ex-CR vehicle
located at Lochmaben in Sc Reg maroon); Pullman No 022661 at Wolverton (umber
& cream); Blue Pullman camping coach No SC42 at North Berwick ; camping
coach having an extended lease of life as a mess van at Slough in October
1968 (John Lloyd); camping coach out of use at Lowestoft after service at
Mundesley-on-Sea (John Lloyd): extensive information about this and similar
vehicle from photographer in Volume 9 page 110
and in British Railway Journal
57 page 352.; Southern Region Holiday Pullman Coach P52 at Corfe Castle
in mid-1960s (all colour; remainder b&w); camping coach No 7509 at Cheddar
from outside and from the inside c1955; Robin Hood's Bay interior - one of
the few places outside the Southern Region with an electricity supply c 1960;
Ivatt Mogul 4MT No 43074 having just past the three camping coaches at East
Row (on coast line north of Whitby); interior of Pullman camping coach showing
superior internal appointments at Betws-y-Coed (3 views);East Row with the
two vehicles in shot are both ex-GE vehicles with holidaymakers; Castle Howard
with some of the station in use as camping cottage with B1 trundles through;
similar Camping Cottage at Hayburn Wyke; Sandsend with CC20 and holidaymakers
sitting on coach roof in 1934.
Charing Cross - the gates of the world. Michael
Blakemore. 183-6.
"Photo" feature: Charing Cross is nearest mainline station to centre
of London and was opended on 11 January 1864 by the Charing Cross Railway
Company which was largely financed and promoted by the South Eastern Railway
which absorbed it within a few months. In 1905 the original roof collapsed
and led to deaths of workmen working on the roof and the adjoining theatre
in Craven Street (this event is not illustrated). The illustrations show
the original station with roof designed by John Hawkshaw (an engraving?);
the original signal box on the approach to the station from the bridge across
the Thames (modified photograph - signal box drawn upon photograph?); interior
of Charing Cross c 1904 (photograph with original roof - view from bufferstops);
forecourt of station with Charing Cross Hotel designed by Edward Middleton
Barry, with replica Eleanor Cross (no date given but probably 1930s - Shell-Mex
building looks very new); Approach from bridge across Thames ahowing station
with new roof with SECR coat of arms; C class 294 on empty stock working
and F class 202 pre-WWI; concourse in September 1937 (at 1.30 in afternoon);
Souther Railway train from Charing Cross hauled by 21C132 passing through
the bomb scarred landscape - taken from the roof of Waterloo station; cocourse
in 1990.
Reminiscences of a junior railway clerk. Norman
Seabrooke. 187-92.
Started at Wellingborough (MR) in 1939: worked in various departments
of the goods office. Most of the staff were far older than the author - due
to the lack of recruitment during the years of economic depression. The premises
were gas lit. War time railway difficulties are described. The author was
eventually called up, but returned to railway work after WW2, partly because
the LMS had supplemented his meagre army pay. His initial interview is described
much later (17 page 186) and his initial contribution
(on the ways of auditors is described in Vol. 6 page
151)
Illus (b&w by author or by K.C.H. Fairey): two views of interior of former
goods shed at Wellingborough from left to right; an assortment of engines
outside Wellingborough MPD; 8F No 48007 at the MPD coaling plant; Wellingborough
MPD; express passes the Finedon Road signal box and the former traffic control
office; The loco men's lodging house Railway; coal train hauled by
Crosti-boilered 92028 passes the Finedon Road signal box and the former traffic
control office; up freight hauled by 43861 passing Wellingborough; former
goods general office and goods shed; one time familiar Scammel mechanical
horse (WFX 336) and trailer; 1990 view of station area.
Colour in the coalfields. Barrie Williamson (phot)
193
NCB locomotives: HC 1844 0-6-0T (red) with Whit 4 on side on 11 Feb
1976; Skiers Spring colliery with 0-4-0ST HC 1891 and 1892 (dark green on
3 May 1970; Wharncliffe Woodmoor Collieries with YE 2427 0-4-0ST (green?)
on 30 July 1970; HC 1884 0-6-0T Cathryn (red) at St John's Colliery,
Normanton on 20 July 1972; WB 2746 austerity 0-6-0ST (red) at Prince of Wales
Colliery, Pontefract on 29 Nov 1973; Coal Products loco No 3 (sky blue with
vermillion lining at Glasshoughton colliery on 9 September 1976.
Great Western eight-coupled tanks. Geoff Rixon.
196-7.
42xx No 5237 at Oxley Shed on 1 April 1962; No 4273 at Lostwithiel
in July 1961, and 72xx (2-8-2T): No 7204 at Gloucester shed in June 1962;
No 7218 at Didcot with down train of coal empties in April 1963; and No 7252
at Gloucester in June 1952 (rebuild of original series 4210 of 1912).
Bulleid's early Southern EMUs. Bruce Oliver (phot).
198-9.
Col. illus.: A 2-BIL (2099) and a 2-HAL (2656) at Brighton on Portsmouth
and West Worthin services in April 1971; 2-BIL (2630) and a 2-HAL at Horsted
Keynes in multiple on 30 July 1963; 2-HAL (2656) leading siz-car set for
Alton at Surbiton in June 1969; 2-HAL (2634) leaving Buriton tunnel leading
6-car set for Portsmoth; 4-SUB, 2-HAL and a 2-BIL at Waterloo in Juky
1967.
Portrait of a locomotive. Celyn Leigh-Jones. 200.
Col. illus (2):.ex-LMS Jubilee No 45694 Bellerophon at
Cricklewood.
The life and times of Nottingham Victoria station - Part
1 .Robert Emblin. 201-9.
Opened on 24 May 1900. It was a joint MS&LR/GNR station, although
the GNR was a somewhat reluctant partner and vetoed the GCR's suggestion
of Central as the name, but whether the opening date of Queen Victoria's
birthday was by accident or deign is not clear. The City Corporation was
behind the suggestion of Victoria. The station was approached on either side
by tunnels and a very considerable amount of excavation was required. The
tower was the major architectural feature and a hotel was incorporated within
the structure. The tunnels and excavations were completed by Logan &
Hemingway of Market Harborough, and Henry Lovatt of Wolverhampton was responsible
for the station structures. There was dissent between the GNR and GCR concerning
additional payments to contractors. First installment of
errata on page 275. Part 2 on page 313.
See Vol. 17 page 95 for further information about Logan
& Hemingway and their relationship with MS&LR.
Errata and addenda p. 331. Victoria station site maps
before clearance in 1881. Two plans of Victoria station and its surroundings.
Illus.: work showing Manning Wardle 0-6-0ST Monitor working for Logan
& Hemingway (Contractors): steam navvy at work (caption notes short
life of teeth on sandstone), junction: young looking navvies; main luggage
subway; East station yard in 1956; from the end of Platform 4; pedestrian
footbridge from Mansfield Rd to Glasshouse St; view of Victoria station c
1910; view of Victoria station c 1950; view of Victoria station c 1905; interior
c 1907; and interior shortly after opening. Further examination of Logan
& Hemingway in Volume 20 page 306 et
seq.
Bradshaw and his timetables. Cyril Bracegirdle.
210-11.
George Bradshaw was
born on 29 July 1801 in either Bolton or Pendleton and died from cholera
in Christiania (Oslo), Norway, on 6 September 1853. He was apprenticed to
Beale, an engraver in Manchester and was noted for his illustrations tom
Duncan Smith's The art of penmanship. Following work in Belfast he
returned to Manchester and established a publishing and printing business
which eventually became Henry Blacklock & Son. Robert Diggles Kay was
the editor, and possibly the creator, of the railway guide. Kay was sufficiently
well-known to justify memorial windows in the Weslyan chapel in Birkdale
and a Methodist chapel in Salford. The date of the first edition of the Guide
was either 1838 or 1839. Bradshaw was a Quaker and early issues avoided using
the names of months based upon Roman deities, but these scruples were eventually
thrown own. The author notes some of the changes made to the title. By 1850
"Bradshaw" had become a household word. Originally there was hostility from
some of the railway companies and Bradshaw circumvented this by becoming
a railway shareholder and by putting his case at company agms. In 1848 the
abbreviations mrn and aft replaced am and pm and these were not altered back
to the more general until the immediate post-WW2 period. There was a gap
from No. 40 to Number 141 (March to April 1845) - presumably due to a typographic
error, but rather than admit to a mistake the series continued from 142.
Station names were subjected to fierce abbreviations: Cmbe, for instance.
The Victorian issues were characterized by small type and poor paper. The
writer notes some mentions to Bradshaw in fiction. Bradshaw's Continental
Railway Guide is mentioned and some competitors are considered: W. Kent &
Co's Intelligible Railway Guide of the 1850s; W. Mansfield's
Easiefind of 1927/8 which was limted to England & Wales and had
a "tubular index" to fascilitate cross-country journeys and Thomas Cook's
Continental Timetable from 1873 which introduced the 24-hour clock.
There are no references, but see Bradshaw.
Bradshaw's Railway Companion One shilling in
1840 (facsimile); Mr Bradshaw (portrait); Bradshaw's Railway timetables
in 1839 (facsimile).
Railway bookstalls - Part 1. Jeffrey Wells. 212-16.
The Liverpool and Manchester Railway by R.H.G.
Thomas records that passengers were able to buy newspapers at either end
of the line by 1839, and that these were mainly sold by children. During
the 1840s some kind of shop evolved from something like a kitchen dresser,
via locked cupboards to a roofed unit with a cubby hole to serve as an office.
They tended to be stafed by cripples, especially former railway staff, or
by widows of railway staff, where the railway companies perceived this as
some form of compensation. Victorian entrepreneurs entered the scene: Horace
Marshall was early - at Fenchurch Street in 1841. Other early operators were
Alfred Walkley and Son on Bristol & Exeter Railway stations; Sampson
at York station and Morrison at Leeds. The Times of 9 August 1851
contained an article by Samuel Phillips which recorded that railway bookstalls
tended to attract pickpockets and prostitutes and trash reading material,
much of which virged on pornography. Some of the railway companies were aware
of this unsavoury reputation and in 1846 Samuel Mayhew was in trouble with
the LNWR for selling the wrong kind of literature. 1848 Henry Walton Smith
tendered to the LNWR for an exclusive contract and this was granted for five
years in 1849 at £1500 per annum.The contract included the free carriage
of Smith's library books and free passes for Smith's staff travelling on
business. The 13 stations served included Euston, Birmingham, Manchester
and Liverpool. A table shows the growth of Smith's business between 1851
and 1859. This included a contract with the NBR, but they were ousted from
this by Thomas Murray in 1857 and then by John Mezies. David Robertson at
Dunkeld (HR) may have operated the first Scottish bookstall in 1849. Notes
the long working hours and unusual working conditions.
Illus.: W.H.Smith's bookstalls at Derby in 1903; Harrogate in 1882;
Ashton-under-Lyne in 1913; Waterloo in 1921; Manchester Victoria (undated),
but date given as 1908: letter page 275 by Chris E.
Makepeace; Eastbourne (undated); Portsmouth Town 1905; and Deepcut Camp
in 1917; also J Menzies bookstall at Alloa c 1906.
Rolling stock focus: Twelve wheeled Pullmans. R.C.
Riley. 217.
Col. illus.: Palmyra and Hibernia with Rosalind
at Eardley road sidings in 1960: all subsequently became camping
coaches.
Readers' Forum. 218-19.
The following letters relate to a highly flawed article
by R.L. Vickers (page 119):
British diesel and electric trials 1914-1940. Ric Rogers.
3 car unit (see p. 119) was marketed by ACV Sales
Ltd and was introduced in May 1952. The underframe and engines were manufactured
by AEC and the bodywork was by Park Royal. The engine was of the type fitted
to Greenline buses. It was employed on the Belmont and Watford - St Albans
(Abbey) branch lines.
British diesel and electric trials 1914-1940. Bill Rear.
Relates to ACV three car unit: originall painted grey with red horizontal
stripe. It was novel, but very noisy and riugh riding. It operated on trials
between Marylebone and Princes Risborough, then between Bangor and Amlwch
between 15 May and 6 June 1953, then departed for Ayr. It was found difficult
to drive, but was eventually purchased by BR and painted malachite green?
British diesel and electric trials 1914-1940. R.
Tourret
LMS 0-6-0D 7063 was loaned to the WD in 1940 for use on the MMR and
EVMR for hauling rail-mounted guns. In 1944 it was withdrawn from LMS stock
and sold to the WD becoming 70216. It was used at LMR, then at Cairnryan
Military Port No. 2 where it was renumbered WE 883 in 1952; it went to Bicester
in 1955. It was eventually sold to Fenwick & Co. of Brackley in 1963
and was hired to the CEGB at Hams Hall Power Station. It was scrapped in
1967.
British diesel and electric trials 1914-1940. Stan Roberts.
The LMS three-car set of 1938: Colour picture is earlier than
the b&w illustration.
In spite of colour illustration the colour of the unit is questioned, as
is the colour/material of the roof: aluminium colour and/or material. Referes
to article in Model Railway News (May 1938) by J.N. Maskelyne.
British diesel and electric trials 1914-1940.
Geoffrey Hughes.
The LNER proposal to convert one of the NER Bo-Bo electric locomotives
to a diesel electric was discussed in detail by the Locomotive
Committee.
British diesel and electric trials 1914-1940. Malcolm Clements.
Sharply indicates that the ACV units were not the LMR Leyland
railcars Nos 29950-2.
Railways and the State. Patrick Howat.
Writer considers that State involvement in railway fares is not given
adequate attention. Until 1968 the main fares were based upon mileage, but
from that time, when Harold Wilson intervened, market pricing selected, but
with the Government continuing to monitor price increases, especially at
sensitive times.
Railways and the State. Ian Travers. 219.
The 1921 Railways Act stipulated that the railways should "conform
gradually" to standardized equipment and questions the utility of such an
aspiration, rather than the extent to which the companies attempted to
conform.
Railways and the State. Robert Emblin.
Correction to typo ridden earlier contribution (page
161): the gist of which is that during both WW1 and WW2 the government
as controller of, and major customer, was "leaching money out of the
railways".
The onset of the DMU seen in its publicity. Roy
Lambeth.
Souvenir medallions for the North Eastern Region "Dayline diesel tickets":
badges were produced by Fattorini & Sons Ltd of Birmingham. The
tickets were available were available for either a northern or a southern
zone and the limits excluded travel over the ECML: the only way to use both
zones was via Whitby.
Camping coaches - a novel variation. D.G.
Attwood.
The GWR offices were evacuated from Paddington in 1939 and this caused
problems for staff who had either to travel long distances or acquire temporary
abodes. Mr Camp solved his accommodation problem by acquiring an old six-wheeled
coach and placing from this on sleepers at Midgham: this led to the dwelling
being known locally as the Camp Coach!
Camping coaches. Alistair B. Jeffrey.
An appreciation.
'Warships'on the Southern. Paul Gibbons.
Further information concerning the trains illustrated
on page 142 taken from the relevant Working Timetables.
Colour files - clean and green. David C. Piddington
(phot.). 220-1..
Class 8 diesel shunter and a 'Hymek' D7033 at Swindon; type 4 No D309
at Birmingham New Street; Deltic No D9008 and a type 4 at Doncaster; Birmingham
RC&W D5338 and Brush type 2 D5546 at Doncaster.
Readers' Forum. 222.
London Transport steam. Michael J. Smith.
Non-Metropolitan Railway steam stock: the District Railway provided
L30 and L31 (Hunslet 0-6-0Ts) for shunting at Lillie Bridge. L34 was an
interesting Kerr Stuart 0-4-2ST (1922) supplied to the C&SLR for work
on the Morden extension. It was built to the tube loading gauge and was
subsequently used on the Piccadilly line's extension to Cockfosters and the
Central line's eastern extension. Letter in response to a
colour feature on page 161..
Queries. A. Northcott.
Memorial at site of Kilsby & Crick station relating to accident
of 22 September 1880.
Book reviews. 222.
An illustrated history of the Isle of Wight railways - Cowes to Newport.
Oliver Smith. Irwell Press. WM. ****.
Industrial steam. Peter Waller. Ian Allan. SO. ***
Taking the train - a tribute to Britain's greatest railway
photographers. Michael H.C. Baker. Patrick Stephens. MB. ***
but see alternative
assessment
LMS design class 5 4-6-0 44771 'taking out the empties'
from Leamington Spa on 17 August 1963. Michael Mensing. rear cover.
a letter from John D. Athey (page
275) notes the unusual Period III Stanier coach (corridor
third of 1941) which had an extra compartment side door.
Bulleid No 35027 Port Line (in blue livery) at Stewart's
lane depot, c 1952. J.G. Click front cover
Blue certainly suited the Merchant Navy class.
Going where the sun shines brightly, going where the sea is blue... Michael
Blakemore. 227.
Tedious childhood journeys from Lancashire to Scarborough by "luxury"
motor coach with traffic jams at Malton presumably instilled a love of railways
into the boy
Exeter St Davids. 228-9.
Colour photo-feature.: Castle No 7029 Clun Castle runs through
non-stop on the centre road in June 1961 (Geoff Rixon); SR class E1/R 32695
ready to assist a train up the 1 in 37 bank to Exeter Central in mid-1950s;
County class 1023 County of Oxford looking decidedly dirty ready to
leave from Platform 1 in June 1961 (Geoff Rixon); Hymek No D7090 running
into St David's in 1964 (Cliff Woodhead).
Helm, John W.E.The London and Dover railway - Part 1:
its origins and early years. 230-6.
Thomas Telford proposed a route through Woolwich, Chatham and Canetrbury,
with branches to Sandwich, Ramsgate and Margate in 1829, and suggested a
mixture of horse and steam power. Henry Palmer suggested a similar scheme
in 1832 with steam train ferries across the Thames and Medway, but with
horse-worked trains. A South Eastern Railway pland of 1835 to extend the
London & Greenwich to Dover was killed by the Royal Observatory. Following
this Captain Pringle and Henry Palmer rejected a route through North Kent
because of the cost of crossing the Medway, and opted for a route via Croydon
and Oxted, with branches to Brighton and Tunbridge Wells. Following the removal
of Brighton, a Bill received Royal Assent on 21 June 1836. An open system
was envisaged with users being charged tolls (it is strange to think that
the author found this an odd concept) and there were several tunnels and
long inclines. Palmer resigned and William Cubitt suggested several deviations
which received Assent on 3 July 1837. These included a sea-level approach
to Dover and a joint route through the Downs to Rdhill with the London &
Brighton Railway. The line was opened in stages and reached Dover on 7 February
1844. The exit from London over several railways was the cause of much conflict.
The growth of traffic, predominantly passenger, is described. The nature
of the route, especially its considerable engineering in the stretch between
Ashford and Dover is covered in detail. This included a substantial viaduct
at Folkestone across the Foord Gap, several lengthy tunnels, notably the
Shakespeare tunnels (but Saltwood caused considerable difficulty through
flooding), and cliff blasting. The long "almost" straight between Tonbridge
and Ashford is noteworthy. Cubitt used transverse sleepers with a V-shape
underside which was intended to grip the trackbed.
Illus.: Early print depicting the signal box installed at Bricklayers Arms
Junction in 1843; the short lived Bricklayers Arms terminus; Britannia No
70004 William Shakespeare on the Golden Arrow at Dover ("beneath
White Cliffs") see letter from Lissenden concerning location
page 331 and at Petts Wood Junction (both colour); map showing location
of Bricklayers Arms; No 5 Vortimer - one of a group of nine, the first
locomotives of the SER (it became No 13 under a renumbering scheme); early
SER poster with No 28 Kentish Man depicted
Burlison, Robert. The Pentewan railway. 237-40.
Sir Christopher Hawkins rebuilt Pentewan Harbour (completed in 1826).
Work on the railway started in November 1828 and was complete by22 June 1829.
The gauge of this line is not known. It was worked by horse and gravity.
Silting of the harbour was a problem as was the horse-drawn traffic from
the terminus in St Austell to the pits (see Archive). In 1873 the
Pentewan Railway and Harbour Company was incorporated to enable steam locomotives
to be used. John Barraclough Fell was the engineer for the narrow
gauge railway. A Manning Wardle 0-6-0T Pentewan was acquired but was
scrapped in 1903. Canopus, a Manning Wardle 0-6-2ST was acquired in
Decemeber 1901 Locomotive working in the upper terminus was not permitted
until 1908. An extract from A.L. Rowse's A Cornish Childhood (1942)
is included which describes the Sunday School excursions. Map of the Pentewan
Railway; Illus: Canopus on the wooden viaduct at Pentewan harbour
with the railways sole engine driver; Canopus with the annual Sunday
School outing in 1915; Pentewan Harbour. See also letter from
Robert Evans in Backtrack 9 p. 50 and
illustration of Pentewan Harbour and information by
Peter Treloar in Railway
Archive, 2006 (13) p. 90.
Driver training on the class 40's. Harry Friend.
241-8.
The author's first encounter with a class 40 was in 1958. His own
diesel training began in 1963. He notes the mistakes made in the drivers'
training programme and also describes working methods for the Type 40, including
fault finding. The ease of handling is compared with steam. The author eventually
became a traction inspector. Illus. (b&w): D200 ready to leave Liverpool
Street on a publicity run to Norwich D200 on a trial run over the Great Northern
main line at Peterborough English Electric type 4 Operating instructions
and Fault finding for drivers D201 at Kings Cross D208 passing Werrington
Junction north of Peterborough D206 joining its freight train at Kings Cross
The driving position in a type 4
Lincolnshire level crossings. Janet Cutler.
249-51.
Colour photo-feature. level crossings: south of Boston station; west
of Lincoln Central station in 1984; south of Boston station from two angles;
south of Spalding station; at Havenhouse and at Heckington
Deltic encore. 252-3.
Colour photo-feature.: D 9001 St Paddy at Hadley Wood; D 9003
(un-named) south of Retford on 23 May 1961 (Cliff Woodhead*); D 9006 on down
Aberdonian at Potters Bar on 6 June 1962 (*); D 9007 Pinza
in company with Type 4 no D 1511 at Finsbury Park (Les Elsey).
The Cockermouth, Keswick and Penrith railway. Ian
Travers. 254-5.
Colour photo-feature. DMU arriving at Bassenthwaite Lake passing two
camping coaches; DMU running into Penrith; DMU at Keswick; Ivatt class 2
No 46488 at Keswick
Conversation pieces. 256
Colour photo-feature. crew change at Bedford on ex-LMS No 40646 (David
C. Piddington); end of shift at Normanton the old crew walk away from class
5 No 45208 left over a pit for the new crew (Joe Richardson)
From Muriel to River Irt: a minimum gauge centenarian.
Peter van Zeller and Sitwell D. Williams. 257-61.
Arthur Percival Heywood, a country gentleman, constructed the Duffield
Bank Railway on his estate, largely through his own effort. Gradients were
steep: up to 1 in 10. In 1881 Heywood opened his railway for public inspection
when the Royal Agricultural Society's show was held in Derby, but the hoped-for
interest by the military and by agriculture did not take place, and the only
similar railway was built by the Duke of Westminster at Eaton Hall in1896,
The Duffield Bank Railway had three locomotives: an 0-4-0T Effie of
1875, an 0-6-0T Ella of 1882 and the 0-8-0T Muriel of 1894.
With the exception of the boilers and steel castings these were all Heywood's
own work. Sir Arthur Heywood died on 15 April 1916 and the railway and workshops
were auctioned. Narrow Gauge Railways acquired Muriel and Ella for the Ravenglass
& Eskdale Railway and were found to more powerful than the Henry Greenly
model locomotives. Muriel was used to convey granite from Beckfoot
quarry. When 2-8-2 River Esk was acquired Muriel was demoted to stationary
work at the quarry. In 1927 Muriel was rebuilt as 0-8-2 River Irt.
This locomotive is still extant and has worked at the Liverpool and Gateshead
garden festivals and on the Bure Valley Railway as well as on the
RH&DR. See list of serious errors from Sitwell
D. Williams and Peter van Zeller on page 331. Illus.: drawing of
Effie in the Royal Engineers Journal of 1894; one of the Heywood
family puts Effie now renamed Muriel through its paces in 1894;
Muriel on the Ravenglass and Eskdale Railway leaving Irton Road; table
of leading dimensions; Muriel - the end. - in use as a stationary
boiler at Beckfoot Quarry; River Irt - the beginning on a trial run
in 1927; the 'new' River Irt in 1973 at Ravenglass
The history of the railway convalescent homes. Helen
Ashby. 262-6.
John Edward Nicholls was involved in Friendly Societies and developed
convalescent homes at Herne Bay and in the North of England. Through the
Manchester Unity of Oddfellows he became acquainted with J. Passmore Edwards,
the philanthropist who financed a convalescent home for rauilwaymen adjacent
to the existing home in Herne Bay. The trustees for this venture were from
the nine railway companies which had termini in London. The Herne Bay was
increased in size to 100 beds, and in 1906 a new wing was added with a fuerther
50. Leasowe Castle in the Wirral Peninsula was opened as the King Edward
Memorial Home for Railwaymen on 12 June 1911. Princess Louise, Duchess of
Argyll, bought the Old Wool Hall, Lavenham, and presented it to Mrs Culver,
wife of the Secretary of the Convalescent Homes, as a place for railway women.
During WW1 Herne Bay was used as a military hospital and Leasowe housed
prisoners-of-war. Ardenlea, Ilkley, was acquired in 1915 via a former Chairman
of the NER, John Lloyd Wharton, PC. Bridge House, Dawlish, was rented towards
the end of WW1. From 1922 the railway companies provided free travel to the
homes. The railway companies, beginning with the LNER, gradually permitted
the fund to raise subscriptions from railway staff by direct debits from
their pay. The Trustees acquired Ascog Mansion, on the Isle of Bute, in 1924,
leased Trenythen near Par in 1925, and acquired Shottendane at Margate for
female staff in 1927. During WW2 some of the homes were used as hospitals.
In 1943 Bedford in St John's Road Buxton was acquired in 1943, but not put
into service until 1946. The headquarters which used to be in central London
moved to Uxbridge and then to Portsmouth to reduce costs. Nationalization
and the introduction of the National Health Service changed needs, but at
the time the article was written there were still fascilities in Llandudno,
Ascog and at Dawlish. Letter from M.R. Connop Price
(9-51).
Illus.: Ardenley, the Ilkley Home; John Edward Nicholls, cashier on the
LD&C Rly, and founder of the Railwaymen's Convalescent Homes; J. Passmore
Edwards benefactor of the Railwaymen's Convalescent Homes; staff and patients
of Ascog Mansion, Rothesay, Isle of Bute; the stately dining room at Trenython,
the Par home; a dormitory at Herne Bay, one of the first homes; the patients
take their ease in the garden at Herne Bay; snooker at Bridge House, Dawlish;
The Old Abbey at Llandudno one of the three homes in operation today
Railway bookstalls - Part 2. Jeffrey Wells. 267-70.
In 1867 nine railway companies in England and Wales had contracts
with Smith's: the LNWR and GWR were the largest: the otheres were MR, GNR,
SER, LSWR, LBSCR, NER and GER. There were problems with small stations, such
as those served by the MSLR and L&YR in Lancashire: this was partially
solved by creating a major bookstall at one station, such as Ashton Charlestown,
and serving lesser stations such as those on the OA&GB Joint by a mobile
service. The relationship between Smith's and the railway companies declined
due to the differential between trade at the large stations and that at smaller
rural locations.When the contract between Smith's and the LNWR, GWR and
L&YR expired at the end of 1905 these companies persuaded Wyman's, a
printer, to enter the business. When Wyman's experienced financial difficulties
between 1916 and 1918 these railways provided assistance. Between the Wars
Menzies served most of Scotland and Silloth in Cumberland. Smith's continued
to serve the LNER (in E&W), the LMS (other than the former LNWR and
Scotland), the SR and some Underground lines. Menzies acquired Wyman's in
1959. There was a loss of services to rural stations. and this was regarded
as a loss of a local amenity. Bookstalls had formed a focal point during
their heydays, especially between the 1860s and 90s where people could change
their libarray books and acquire a growing literature.
J Menzies bookstalls at Perth in the early 1900s; at Edinburgh Waverley station;
at Glasgow Central and at Aberdeen in about 1950; W.H.Smith's main bookstall
at Victoria in 1935 and their bookstall at Wrotham and Borough Green in
1948
Branch line memories. John Smart (captions). 271-2.
B&w illus.: Drummond No 55053 shunting ex-Pullman restaurant car
at The Mound, junction for the Dornoch branch with freight hauled by
45320 on northbound track; two views of the terminus at Oxenhope and Darnems
station on Keighley & Worth Valley branch; Bishop's Castle locomotive
Carlisle at Bishops Castle; Furness Railway class L2 No 104 at Lakeside
in about 1905,
Rolling stock focus: eating and sleeping - 1950s style.
Dick Riley. 273.
Cafeteria car at Plymouth Laira on 9 June 1963 No S921E in S Region
green (ex LNER third class sleeping car 1255 converted in 1951; BR Mk 1 composite
sleeping car at Old Oak Common No W2401 (when new)
Readers' Forum. 274-5
The Weardale branch. Frank D. Woodall.
Refers back to letter by Ian Holloway (page 50:
photograph of incline): the centre track was used for loaded wagons,
whilst the outside tracks handled empties alternately. Wagons ran in
pairs.
V3 on Tyneside. J.H. Price.
See colour feature page 84: The V3 class was displaced
by DMUs except on boat train portions to Tyne Commission Quay.
Mixed traffic locomotives - Bedside Backtrack.
L.A. Summers.
See page 136: argues that the valve
gear on the Hall class stated to be "inaccessible" was not a problem.
Writer could see little point in the smaller diameter driving wheels on the
Grange class and conisders that the 43XX components used in the
Grange class was a case of creative accounting.
Union of South Africa and railways and the state.
Peter J. Coster.
See colour feature page 84: The A4 on Newcastle-Berwick
train had been under repair at Darlington and may have been running-in, or
working back to Scotland. See also feature by John Smart (page
89 et seq and earlier) on malign influence of Government on railways:
Company profits had been sequestered by the state during WW2: nationalization
saved paying these back.
Avonside Engine Co. Peter Davies.
The very extensive corriegenda and addenda greatly modify the information
contained in vol. 7 p. 181 et seq: some
are due to E. Haigh in 1934. The first Stothert, Slaughter locomotives were
delivered in time for the opening of the Bristol to Bath section on 31 August
1840. Edward Slaughter beacme a partner at beginning of year. The Bristol
& Gloucester became part of the Midland Railway in 1845, not 1854. The
Bury locomotives were supplied in kit form by Bury, Curtis & Kennedy.
Henry Stothert retired on 6 May 1859, but his son, John Lum Stothert,
took his place. Henry Grüning was an additional partner from 1852. Under
the Compasnies Act the firm became the Avonside Engine Co Ltd and was registered
11 April 1864. Sharp Stewart was earlier. Escalador del Montes (a Fairlie)
was fitted with a wagon-top boiler. The Monmouthshire Railway & Canal
Company purchased 22 engines between 1849 and 1854. Edward Slaughter did
not die in 1880 but lived until 13 May 1891. There is an Instn of Civil Engineers
obituary and a Will is held in the Bristol City Archives. Edwin Walker liquidated
the firm on 8 July 1881. John Mardon and Edwin Walker became the new owners
and began to trade illegally. Ronald Murray provided the capital for the
new factory at Fishponds, where the output was about 16 locomotives per annum.
The records of the first company were destroyed.
The Llanfyllin Railway. Alan Rhodes. 275.
See feature page 129: It is 35 years since the
Cozens monograph. There was auto-working on 27 September 1937. There were
camping coaches on the line in the 1930s.
The life and time of Nottingham Victoria. Robert
Emblin.
See page 201 et seq: Detailed
corriegenda.
Western Region carriage liveries. John D.
Athey.
See (1) front cover of Issue No. 4 (but caption
thereto on rear cover) post-1956 brown & cream was applied mainly to
BR standard stock plus ex-GWR catering vehicles, the special saloons, the
dynamometer car, camping coaches and the Vale of Rheidol stock. Some of the
Hawksworth stock was painted green to reinforce Cross Country DMUs, and two
Hawksworth corridor seconds received BR blue/grey livery, and (2)
rear cover illustration of Stanier corridor third built
in 1941 with extra door into compartment illustrated near Leamington Spa
on 17 August 1963..
Railway bookstalls. Chris E. Makepeace.
The view of Victoria (feature beginning p. 212)
dates from either 1908 or 1909.
Camping coaches - Part 2. Andrew McRae.
See feature on page 172 et seq:
Corriegendum.
Camping coaches - Part 2. A.W.H.L. Wright.
See feature on page 172 et seq: DM SC30 was not
an ex-L&Y vehcle but was ex-CR, diagram 115.
Return to Donegal/camping coaches. W.T.
Scott.
See feature p. 81 (illus. page 82) not 4-6-0T but
class 5 2-6-4T probably No. 5 Drumboe. The Ballycastle camping coaches
would have been 3ft gauge.
British diesel & electric trails, 1919-1940. R.L.
Vickers.
See page 119: still further muddle on the railcars
produced in the mid-1930s, but some justification for the colour of the LMS
3-car articulated DMU (Railway Gazette, but without citation).
Colour files - six-coupled Midland. 276-7.
Two class 3Fs Nos. 43762 and 43186 at Bromsgrove (R.C. Riley); Class
3 No 43521 on shunting duty at Lawley Street goods depot; class 4 No 44102
at Templecombe; class 4F No. 44482 at Dore and Totley (all Cliff
Woodhead).
Book reviews. 278.
The Girvan and Portpatrick Junction Railway. C.E.J. Fryer. Oakwood
Press. AT ***
A mixed reception: AT stated that "This is a most curious book to
review" and really only commended the illustartions and a chapter based on
the memories of Bob Smillie when working on the footplate of steam locomotives
on the line..
Industrial locomotives including preserved and minor railway locomotives
- 1994. IRS. TJE. *****
Very well received.
Fowler locomotives of the Kingdom of Hawaii. Jesse C. Condé.
NGRS. TJE *****
In 1879 Alfred Grieg of Fowler patented a prefabricated narrow gauge
system which was used widely on sugar cane plantations in Hawaii.
Civil engineering heritage: Southern England. R.A. Otter. Thomas Telford
Ltd. RH. ****
Most of the subjects are still extant, although there are some exceptions,
such as Brunel's timber viaducts.
Railways of Norwich. John Brodribb. **
Railways of Sheffield. Stephen R. Batty. **
Railways of Waterloo. J.N. Faulkner. Ian Allan. RH ***
Reviewer castigates series: "does little to enlighten or stimulate
the reader."
On the ex-LNWR Trans-Pennine route at Golcar with two freights
in view on 30 May 1967. David R. Smith. rear cover.
Shows two interesting signals: one post shares signals for trains
travelling in opposite directions another shows a bracketed signal designed
for "tight" locations. See letter from D.P. Rowland on
page 331and for further view see also Volume 5 page
93.
Number 6 (November/December 1994)
LMS class 5 4-6-0 No 44965 at Dore & Totley in 1961.
Cliff Woodhead. front cover.
See Vol. 9 p. 166 for hypothesis concerning
what the reporting number implied. Also letter from
R. Strange (9-51)..
Shunting duties. 284-5.
Col. illus: marshalling the Express Dairy milk train at Carlisle by
Ivatt 2MT No 41222 (Alan Tyson); Plymouth Docks: 1361 and 1363 on 19 July
1956 (R.C. Riley); 64611 shunting at Brechin on 7 Feb 1967 (F. Landery);
still in BR livery ex WR 9600 shunting at Merthyr Vale Colliery but owned
by the NCB on 25 June 1970 (Keith R. Chester).
1948 and all that. A.J. Mullay. 286-8.
The Transport Bill of 28 November 1946 set in motion the Nationalization
of the Big Four, which responded (apart from the Southern) by an advertising
campaign. The LNER produced Forward: the LNER development programme
(the cover of which is repoduced in colour). The LMS published The LMS
answers some of your questions - some of the questions might have counted
as own-goals, whilst the GWR came out with the campaign slogan Hands off
our railways and had a hand in Christian Barman's Next station
(Allen & Unwin). Also cites Rolt, who was highly anatagonistic and Ernest
Barry's Nationalisation in British politics. However, Mullay reminds
us that The Economist considered the Labour Party's changes to be
mild. See letter by Robert Emblin in Vol. 9 page
51. Illus: first train at Towyn Wharf to be operated by the Talyllyn
Railway Preservation Soc.
Flashback to the Travelling Post Office. Philip A.
Millard. 289-96.
Author is Steward LNWR section of HMRS: very thorough introduction
which concentrates on the West Coast services, although the GWR Night Mail,
and Newcastle to Bristol TPO are also described. See letter by
Keith Miles on turning vehicles at Willesden.
See letter by Keith Miles (9-51) Illus.
(b&w): TPO No E70277E built to LNER diagram 131; TPO No E70279 showing
diagram 131 from the other side; TPO No E70299E; traductor arms and pick
up net of a GN TPO: demonstration of fixing the bags to the traductor arms;
TPO no M30203 at Carlisle in 1951; TPO routes; TPO no M30323 built
for the Highland Railway, a view of each side Rolling Stock Helmsdale; LMS
No 30207 a hurried replacement for destroyed TPOs made by fitting two old
32' TPOs on a 64' chassis; Southern TPO no S4958S at Dorchester; interior
of LNWR TPO No 31; The first TPO ? Owned by the London and Birmingham Rly
a TPO of 1838; A group of LNWR TPOs at an unknown location; Lineside Apparatus
Deliberate mistake on the District railway. Michael
J. Smith. 297-300.
Accident caused by deliberately passing trip cock-fitted signals at
danger causing a self-propelled ballast car to collide with a single passenger
vehicle at North Ealing, causing minor passenger injuries, on 4 January
1906. Major J.W. Pringle was critical of staff breaking rules. : Illus: 'A'
type motor car No 3 at South Harrow; depot at South Harrow in 1903 Railway;
double ended 'B' stock motor car used as a single unit in periods of low
traffic; view of Park Royal and Twyford Abbey station with a 'B' stock
approaching from the South Harrow direction;
The London and Dover railway - Part 2. John W.E. Helm.
301-4.
The second part includes a brief survey of locomotives and rolling
stock (for a brief period there was a common pool of locomotivs and rolling
stock between the L&C, L&B and SER, but this led to disputes and
ended in 1846); the Great Bullion Robbery or Train Robbery of 1855 which
involved railway staff; boiler exploisions, including a severe one of 17
December 1844, the Staplehurst disaster of 9 June 1865 - in which Charles
Dickens was involved, and actions induced by LCDR including the Tonbridge
to New Cross cut off of 1868. Bibliography. Maps of coastal engineering features
between Folkestone and Dover; and of rival routes to Dover. Illus (all
b&w): Cudworth 'mail' locomotive No. 72 at Bricklayers Arms; the first
locomotive photograph taken at the Great Exhibition in Hyde Park of the engine
Folkstone [sic] see correspondence Vol.
9 page 166 on claim to be oldest photograph; Cudworth single No 36; panorama
of the Staplehurst accident of 9th June 1865 [in which Dickens was a traveller];
Shakespeare tunnels in pre-electrification days.
Midland stations. Philip J. Kelley. 305-7.
Col. illus.: Loughborough Midland on 22 Sep 1980; Nottingham Midland
on 15 April 1980; view of the interior and another of the frontage at Morecambe
Promenade on 21 March 1978; view of the platforms and another of the frontage
at Wellingborough Midland Road on 11 April 1980.
The Great Western 'Country' class 4-6-0s. Geoff Rixon
(phot.). 308-9.
Col. illus.: 1001 County of Bucks at Penzance; 1009 County
of Merioneth at Paddington; 1011 County of Chester at Laira; 1018
County of Leicester at Plymouth North Road; 1028 County of
Warwick at Laira
Held at signals [signal installations]. 310-12.
The long and the short of it: a pair of lower quadrants on very tall
posts with repeaters at Bredbury Junction (CLC) with 9F on 25 March 1966;
underslung bracket signal presumably to keep balance weights out of passengers
reach at Glasgow Buchanan Street on 10 June 1965 with 73152 alongside; the
impressive Scarborough ex-NER gantry (predominantly lower quadrant) with
preserved K4 The Great Marquess? alongside on 6 March 1965 (Alan Tyson);
centre-pivoted lower quadrant at High Wycombe with 6924 Grantley Hall
alongside on 15 June 1964 (Celyn Leigh-Jones); Southern upper quadrant bracket
signals at Tonbridge with no 34077 603 Squadron passing and D6542
ready to go on 3 June 1961 (Cliff Woodhead).
The life and times of Nottingham Victoria station - Part
2. Robert Emblin. 313-22.
Part 1 was on page 201 et seq.
Extremely detailed analysis of traffic and services. Table of GCR/GNR
traffic profiles; separate maps of the local, regional and inter-city routes;
details of restaurant car services; Great Central through carriage connections
via Victoria in 1903 and 1911; station name changes over the years; the captions
in many cases are decorated with apposite literary quotations; the final
retrenchment and closure are covered in detail and appear obscene following
the descrition of the station's role both as a local and national focal point
(it should be noted that Nottingham has since gained a notorious reputation
for its traffic problems). Letter concerning Annesley
to Woodford freights by Wilson on page 110 of Volume 9.
See Vol. 17 page 95 for further information about Logan
& Hemingway and their relationship with MS&LR..
B&w illus mainly from Nottingham Local Studies Library: Edwardian family
group in 1912 (with taxi in background; another family group this time on
August Bank Holiday Monday in 1950; August Bank Holiday crowd in 1950 with
V2 60831 arriving (with quotation from Siegfried Sassoon: steams in, volleying
resplendent clouds of sun-blown vapour; inside a quiet Victoria in 1947;
inside Victoria in 1950 with a B1 drawing its train gently along (with quotation
from Anthony Thwaite: Not many are watching for trains, Or waiting for
anything, Except for time to pass); Windcutter - one of the hourly Annesley
to Woodford coal trains hauled by WD 2-8-0; up main line goods in 1958; Victoria
station in the early 1930s with Newcastle-Cardiff train double-headed by
GCR Atlantic and possibly another Atlantic, a GNR 0-6-0 on excursion in adjacent
platform and just visible Sentinel railcar and GNR 4-4-0; modified O4 and
brake van probably returning to shed; WD 90036 on freight; Notice at Parliament
Street entrance informing of inpending closure of that entrance in 1959;
the last train has gone as Victoria waits for the demolition contractors;
handbill of services through Victoria (The Master Cutler and The
South Yorkshireman; Ave, atque, vale. The contractors in possession
of the site which became a grotty shopping centre; Epilogue 1992 the clock
tower is all that is left (with low-grade 1990s buildings); Nottingham Victoria
from the air in 1925.
The Midland's entry into London. Ian P. Evans.
323-8.
Act of 22 June 1863. The GNR objected whilst the LNWR did not. Approach
was characterised by easy gradients and curves. Thomas Brassey was responsible
for the Bedford to Radlett contract and Joseph Firbank from there to Agar
Town. Waring Brothers were responsible for the Station. . The City branch
was authorised by an Act of 25 July 1864. Includes notes on the Saint whose
name is betwoed on the Church and Station. B&w illus.: construction of
a bridge over the St Pancras burial ground with Warring Bros contractor's
locomotive Handy (Hunslet WN 8) (photograph taken 2 July 1867); train
arriving at Desborough and Rothwell station on 25 September 1906; St Pancras
Junction signal box in MR days; up MR mineral train at Kegworth hauled by
Class 2 Nos. 3552 and 2904; Johnson 4-2-2 on a down express at Mill Hill
in about 1905; map of the Midland Railway route from Cricklewood to St Pancras;
side view of Johnson 4-2-2 Single no 24 at St Pancras; Somers Town Goods
depot interior c 1924; Midland Compound No 1024 passing through Elstree on
27 September 1946; four trains ready to leave St Pancras headed by 44984
on stopping train, 45628 Somaliland, 45565 Victoria and BR
5 4-6-0. Letter by Tim Smith (9-51) concerning picture
on page 33. Letter from Jim Jarvis (page 222)
concerning nomenclature of fast & slow lines through Belsize Tunnel following
electrification, formerly south tunnel used almost exclusively for
freight
Rolling stock focus. 329
Departmental coach DE320961 - part of the Kings Cross breakdown train
at Knebworth on 21 July 1974 (David Percival) - see
letter from Wells concerning origin of this vehicle (9 p. 110);
a GNR Royal saloon (Sc 9720028) which Queen Victoria rarely used then derelict
at Gatehose of Fleet in August 1969 (Graham R. Hand).
See letter by J.B. Dawson in Volume 9 page 110 .
And another letter from D.A. Peart (9-51)
On the Cornwall main line. John Binding and Pat
English. 330
Up Flying Dutchman passing Blackbridge (west of Moorswater
viaduct in about 1890 hauled by GWR 3521 0-4-2ST (broad gauge); up train
passing Blackmore Bridge on double track standard gauge in about 1895 headed
by rebuilt 3521 0-4-4T (class soon to be discredited at Doublebois
derailment) and down mixed train climing away from Moorswater viaduct behind
covertible 0-6-0T (standard gauge).
Readers' Forum. 331.
From Muriel to River Irt. Sitwell D. Williams and
Peter van Zeller.
Feature on page 257: Errata (serious).
Trials and tribulations of a North British station
master. Paul Rees.
See page 17: Errata (serious).
Upper quadrant signals. D.P. Rowland.
Rear cover of Volume 8 Number 5 showed a bracketed
signal at Golcar: writer notes this type as one of advantages over lower
quadrant in that they are capable of bringing down sighting level and reamin
well out of structure gauge.
The life and times of Nottingham Victoria. John Hitchens.
Errata and addendum mainly concerning Control Office.
original article page 201..
70004 William Shakespeare. R.A.
Lissenden.
Location was Knockholt - not White Cliifs of Dover illustration to
feature beginning page 230.
Camping coaches. Charles Ison.
DMSC30 at Lochmaben (see p. 172).
Camping coaches. Jim Smellie.
Illus p. 172: not L&Y but CR: Sc Reg. diag
115 CR 435 LMS 16021.
Camping coaches. Charles Long.
Former SECR Royal Saloon No. 1R became Pullman camping coach at
Glenfinnan: at one time this was the private holiday coach for Sidney Smart,
Chief Operating Officer of the Southern Region when it was located at Newhaven.
(see p. 172). The shade of blue used at Preston Park on
the Pullman camping coaches was Nanking blue as per the Blue Pullmans.
Colour files - railway road motors. 332-3
A parcels van at Midsomer Norton in company with a Morris Minor on
3 July 1961. See Volume 9 page 110 for more
information about van; engine trouble at Helmsdale CC 4012 SC (vehicle on
passenger platform) on 24 July 1963 (G.S. Robinson); Doncaster
Works fire engine on 31 August 1963 (Peter Tatlow): see letter by D.A.
Peart (9-51). the old (3173 D W) and new liveries at Bath Spa.on 29 Sept
1964 (Colin Maggs)
Duffryn colliery in South Wales on 19 August 1960. Harold James. rear cover
Corrected 2018-04-23