BackTrack Volume 8 (1994)

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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

Number 2 (Volume 8)

Former GW 'Castle' class 4-6-0 No 5072 Hurricane with a down express through Tyseley on 30 August 1958 (Michael Mensing). front cover.

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.

Number 3 (Volume 8)

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)..

Culloden Moor station in early 1950s with carmine and cream liveried train in distance on viaduct. Gavin Wilson. rear cover

Number 4 (July/August 1994)

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.

Number 5 (Volume 8)

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

Next Volume 9

Corrected 2018-04-23