British Railway Journal (Volume 2)

Number 10

Bishops Castle Railway 0-4-2T No. 1 near Horderley on 5th August 1925 (H. Dixon Hewitt). Front cover

Editorial. Paul Karau and Gerry Beale. 1.
State of chaotic editorial inactivity which failed to record that there was something wrong with the Contents listing for this Issue.

Toms, G. and Essery, R.J. The 'Crab' 2-6-0s of the LMS. 2-8.
See also highly significant letter from John Marshall on page 173 wherein the loss of J.R. Billington was contributory to the premature retirement of George Hughes; the correspondence between E.M. Gass, Hughes and Fowler concerning the design of the Horwich 2-6-0s, and the malign influence of E.R.C. Trench.

Bradley, D.L. Before Kew and York. 9.
Records "maintained" at London Bridge and other Southern Region locations: this contribution upset David Jenkinson who responded rather fiercely on p. 130 pointing out that the NRM Library was really a private research library for the Museum's staff and this led to a response from Bradley concerning the difficulty of travelling to the NRM from Tunbridge Wells and then having to suffer from the library's "lengthy midday siesta" (in 2006 this siesta is extending to several years with the promise of electronic jam in the future). This and David Jenkinson's response led to a hefty correspondence headed by George Dow on page 170 et seq, et seq.. M.J. Gilkes on page 262 gave rather an extreme response in Issue 15 where he suggested that archival material and photographs were probably better left in private hands rather than deposited with uncaring officials.

Carpenter, Roger. Lydham Heath – a remote railway outpost. 10-21+
Situated on the Bishops Castle Railway: shows typical motive power: letters on pp. 131-2 from Brian J. Miller note that BCR wagons were overhauled at the works of the Barry Railway in 1905 and 1906; from.J. Lloyd on the carriages which did not come from the Hull & Barnsley Railway, but from the Cardiff Railway; the LSWR carriage (ex-Neath & Brecon Railway) and the identity of the former LNWR vehicle; J.F. Burrell concurs that certain passenger services were worked by bus and cites Rly Mag., 1933 January for further information. P.J.A. Taylor (letter page 174) claimed that the cattle wagons did not come from MR, but were constructed by S.J. Claye. The "Hull & Barnsley" brake third came from the Cardiff Railway via the GWR; also notes on local conversion. Yet further detailed information on ex-Hull & Brnsley coach from Ron Prattley on page 175...

Copsey, John. The 1.45 p.m. – the story of an everyday country train. 24-8.
13.45 Paddington to Stourbridge Junction as it ran in 1946. It was hauled either by a Castle or a Hall class locomotives between London and Worcester where it split with portions being worked forward to Hereford and Stourbridge Junction. See also letter from Charles Bayes (p. 130) concerning East Anglian trains which had frequent engine changes: notably 11.50 Liverpool Street to Hunstanton (111 miles) which was double-headed between Cambridge to Ely . J.F. Burrell (p. 131) noted that by 1948 the caravan at 13.45 from Paddington no longer reached Stourbridge Junction, but still meandered to Hereford..

Squibb, Peter. Great Western signals – square posts. Part 1. 29-39.
George Dow (letter page 130) noted that primary function of finial was to protect end grain of timber post with a secondary function of discouraging birds from landing and fouling the lenses. See also subsequent feature on GWR signals by Morris and Instone on page 126 and letter by author on page 174.

Correspondence. 40-
Collieries of the Cam Valley. Richard Kelham.
See Issue No. 9 page 346: Cloud Hill quarry leases owned by Thomas Free & Son sold to Hard Stone Firms Ltd who in turn sold out to United Stone Firms Ltd in 1909 which was liquidated in 1926. No mention of quarries at Hallatrow. Photograph of four-plank wagon No. 539 at Weston-super-Mare gasworks in 1929 lettered "E.F. Radstock": Edward Free? Also fatal accident at private siding at Hallatrow on 30 July 1908 when William Win was killed.
SECR footbridge. B. Hillier.
See Issue 9 for feature on Folkestone Warren (p. 310 et seq) (photograph of footbridge at Folkestone Warren Halt page 312): footbridge constructed of old bullhead rail at Wokingham (possibly same footbridge) .
Forest Hill, LBSCR. Stanley C. Jenkins.
See Issue 9 page 328: criticism of Minnis's application of term "Gothic" to LBSCR architecture: Forest Hill was Venetian in style, a style applied elsewhere at Tunbridge Wells West and Lingfield. Many rural stations followed contemporary domestic architecture. Response from Minnis on pp. 173-4 who cogently argued that Forest Hill was in Venetian Gothic style: cites Sir Banister Fletcher A history of architecture on the comparative method; Henry Russell Hitchcock Architecture: nineteenth and twentiesth centuries; Dixon and Muthesius Victorian architecture, and indirectly no less an authority than the mighty Ruskin. Also links stations designed by T.H. Myres (who was related to the LBSCR Chief Engineer F.D. Banister) to the Norman Shaw style. Letter from J.W. Sparrowe (p. 173) wonders whether architecture of nearby Dulwich College influenced style.,.
MR fish symbol. J.H.P. Lloyd.
Appeal from Alan Cotttrell in Issue 9 page 352 on use of fish symbol on SDJR wagon: at Midland Railway Trust the same symbol was found on ironwork on six-wheeled brake third being restored; also a Royal saloon of 1910. Steve Huson suggested that there may be a connection between the "fish" and the dolphin used as one of the supporters on the Midland Railway coat of arms.
MR fish symbol. D. Bird. 41
Appeal from Alan Cotttrell in Issue 9 page 352 on use of fish symbol on SDJR wagon. Cites Hamilton Ellis's The trains we loved page 33 which quoted a Clayton specification of 1875 for curtains to be stamped with "MR" and a fish. Also considered that the fish symbol may have been analogous to the LNWR diamond or NSR knot, i.e. an illiterate's symbol.
MR fish symbol. John Dirring.
Appeal from Alan Cotttrell in Issue 9 page 352 on use of fish symbol on SDJR wagon. Also cited Hamilton Ellis's The trains we loved page 33 which quoted a Clayton specification of 1875 for curtains to be stamped with "MR" and a fish and suggests connection with the heraldic dolphin..
Latter years of GER 2-4-0s. R.A. Hawkesford.
See feature in Issue 9 page 322: refutes statement made therein that last 2-4-0 locomotives built for an English railway were those for the East & West Junction Railway in 1903: two 2-4-0s were constructed by the NSR at Stoke in 1906..
GWR auto-trains. Keith M. Beck.
See letter from J. Bowen in Issue 9 page 352: confirms that auto trains did not travel beyond Corwen and gives some idea of the workings of auto-trains based at Croes Newydd circa 1930..
Standard buildings of William Clarke. Keith Beddoes.
See article in Issue 8 page 266: further information on William Clarke and David Wylie.
Standard buildings of William Clarke. Mike Lloyd.
See article in Issue 8 page 266: photographs of Rowden Mill station and notes on structures at Bromyard and at Presteign(e). Also notes on similiarity between Renshaw-built B&MR and Cambrian Railways cattle wagons..
GWR Special Edition. J.E. Kite. 42
Picture on page 21 taken by V.R. Webster not as stated by W. Beckerlegge.
GWR Special Edition. J. Hancock.
See page 57: the condensing version of Metro tanks was fitted with two crosshead driven pumps for water feed, and the operation of by-pass valves. The tanks had false sides presumably to protect the paintwork. The locomotives were not fitted with a vacuum pump. The locomotives were fitted with trip cock control gear and enginemen called them Great Wets.
Midland Railway 0-4-4 tanks. Neil Burgess.
See original feature in Issue 6 on page 190 and letter following it from V.R. Webster on page 304 (issue 9): No. 1330 (subsequently No. 58051) was allocated to 22B Gloucester in 1946 where it worked the Ashchurch-Tewksbury-Malvern services and push & pull trains on the Stroud and Nailsworth branches. By 1950 No. 58051 was based at Bedford and still had a round top boiler. In 1952 it was back on the Malvern branch, but with a Belpaire boiler, but later in th same year was working the Evercreech Junction to Highbridge services, Further letter from Nigel Wassell on page 175..
Midland Railway 0-4-4 tanks. Richard Williams. 43
See original feature in Issue 6 on page 190 and letter following it from V.R. Webster on page 304 (issue 9): No. 1330 worked Nailsworth branch during 1944-7, although uisual locomotive was No. 1390, but was often used for carriage shunting at Gloucester. Transport & Travel Monthly (1918, Oct) reported as shunting at Burton-on-Trent. Further letter from Nigel Wassell on page 175...
Alaska. R.C. Ormiston-Chant.
See article about LNWR locomotive Alaska in Volume 1 page 260.an account of locomotive fire throwing by LBSCR Vulcan class 0-6-0s; GWR broad gauge Lord of the Isles/Rover class (travel behind such locomotives was extremely noisy as they were worked at 60% cut offs); the Precedent class of the LNWR and the Bulleid Pacifics.  
LTSR reply. J.E. Kite.
Reply to Charles Phillips query: in 1916 he saw an ambulance train in Southend station hauled by LNWR Prince of Wales piloted by MR 4-2-2. There is a photograph of an Experiment 4-6-0 passing Upminster, and there is a Nunn photograph of an NLR 4-4-0T on LTSR. Model of 4-6-4T with name Arthur Lewis  Stride
Watford Tunnel north end in 1866. Edward Talbot.
See illustration and feature in Issue 8 (page 284 et seq) and letter on page 351 from M.E. Yarwood: queries statements made by Foster concerning traffic, competition and market share; doubts whether trains were combined to reduce operating costs, and notes that putting locomotives into reverse was an accepted form of braking (also pun on braking versus breaking).
Watford Tunnel north end in 1866. Richard D. Foster.
See illustration and feature in Issue 8 (page 284 et seq) and letter on page 351 from M.E. Yarwood: response to above in which it is noted that trains were combined to save line occupation and further notes on the signalling employed at that time.

Meetings and Appeals

Number 11 (Spring 1986)

The Birmingham & Gloucester Railway and the Lickey Incline. Peter Truman. 46-55.
Not very profound, but gives brief details of Birmingham & Gloucester Railway (Act of 22 April 1836, opened 24 June 1840). Constructed at minimum cost, hence the Lickey Incline. The Bristol & Gloucester Railway (broad gauge) was opened on 6 July 1844, and from 7 May 1845 both railway were leased by the Midland Railway. Baulk track was laid on the Lickey Incline. The Norris locomotives were not restricted to banking work. Illus.: 0-10-0 as LMS 2290 near Blackwell; 4-4-0 No. 756 on down express near Blackwell in 1917; 483 class No. 517 near Blackwell on down express; No. 778 stopping at Blackwell before descending; Bromsgrove station; 0-4-4T No. 1734? and 0-6-0T 2458 banking; 0-6-0T No. 2458 on Bromsgrove shed; 4-2-2 No. 614 and 4-4-0 on down express; 240 class 0-6-0 No. 2334? and 0-6-0T No. 1933? banking passenger train; 1357 class 0-6-0 No. 1613 hauling freight up incline:see letter on page 131 from V.R. Webster that the train is descending incline. See also letter from Neil Burgess (p. 132) which corrects statements on mixed gauge track between Standish and Gloucester prior to 1845; and adds information about Midland Railway having to pay GWR for unused running powers between Standish and Gloucester and on fate of Midland Railway's broad gauge locomotives, See also letter from Joe Swain beginning page 130 which agrees with letter from V.R. Webster and notes the sevrity of the curves at the foot of the bank where his father once observed a 2P to derail its bogie and an incident when a fireman forgot the presence of the bridge. See also Peter Bunce Scortish horseboxes for illustration non page 54 Modellrs Backtrack, 1992, 2,  69..

The locomotive livery of the LNWR — some problems. Edward Talbot. 56-7.
Cites Hassall, Jack: Painting LNWR locomotives. Br. Rly. J.. (3), 54-8 which stated that LNWR black was a "greyish black": this is contrary to the usual "blackberry black" mentioned elsewhere. Talbot considers the frame colours (black predominated but the first ten Precursors had red frames as an experiment. The colour of the cab interior is also considered and seems to have been varnished "grained oak", "dirty putty" or several shades of red. No. 5000 Coronation had a special livery and the cab of it was painted Indian red. Illus.: 2023 Helvellyn at Euston. See also letter from C.M. Mullinger (p. 130) which argues that Webb used high quality German varnish for painting locomotives at Crewe and that Whale economised by using an inferior British product.

Wagon turntables. Richard Foster. 58-70.
Illus.: ex-LNWR goods warehouse at Heaton Norris with wagon turntables (two views one with surreal image of overhead masts and catenary for LMR electrification); plans of LNWR freight yards at Banbury, Brandon & Wolston and Deepfields; LNWR turntable in situ at Brackley; diagrams; turntable loaded onto former McConnell tender chassis; MR wagon turntables at Frocester and at Yate; GWR type at Bishops Road, Paddington with horse shunting; a NER turntable serving a glass works at Castleford; Torquay Gas Works c1903 with wagon on mixed gauge weighbridge; NSR turntable at Uttoxeter; Lydney Docks Severn & Wye Railway and ex-Highland Railway at Kyle of Lochalsh.

Handcross — a 'D' tank saga. Klaus Marx. 71-6.
The LBSCR ordered 34 Stroudley D class locomotives from Neilson's of Glasgow. To ensure that standardization was maintained Brighton Works supplied sample parts as well as full-size drawings of all the names to be used. On completion of the order Neilson's suggested that a further locomotive should be constructed from the sample parts. This was delivered on 19 March 1883 and received the running number 233 and the name Handcross. The Works Number was 2938. The initial allocation was unique: East Grinstead: the sole allocation to this place and little distance from Three Bridges. See also letter on page 131 from D.W.J. Brough who states that the illustration on page 75 of No. 2233 heading north from Longmoor Downs was actually heading south and that the "double track" was a siding..

GER carriages in crimson lake: the effect is very pleasing. John Watling. 77-81.
For most of its existence the Great Eastern Railway merely varnished its vehicles, but rolling stock used on its inner suburban services was painted coach brown. From 1919 crimson lake was employed for new stock and for renovation (this was similar to the Midland or NBR colour/s) and the writer shows that contemporary technical/enthusiast literature were in agreement on the colour selected for the new livery! The Railway Gazette (11 April 1919)called it a "rich lake colour" whilst The Locomotive (April 1919) called it "dark crimson, like the Midland" whilst the Railway & Travel Monthly (June 1919) stated "the shade adopted is scarcely so bright as that obtaining on the Midland Railway". Hearse carriage No. 512 (6-wheel) was painted in this livery and was used to convey the remains of Nurse Edith Cavell on 15 May 1919 from Liverpool Street to Norwich following a memorial service at Westminster Abbey for interment in Norwich Cathedral. The vehicle was also used to convey the remains of Captain Charles Fryatt, former Master of the Brussels, who was also shot by the Germans. The author considered that the bulk of the steel panelled stock was painted or repainted crimson before the Grouping, but that many of the locomotives still retained their blue livery in spite of the decision to use grey. The LNER adopted a teak finish in spite of crimson being used on the NER, NBR and GER, suggesting that the LMS adoption of crimson was the reason. A more probable one is that the premier stock had been the ECJS which was always varnished teak. The author suggests that crimson was an odd choice by the GER as the LTSR had been acquired by the Midland Railway in a hostile takeover.Illus.: suburban third built Midland Railway Carriage & Wagon in 1921: No. 203; hearse vehicle No. 512 (both crimson).

Contractors locomotive Margam. 81.
O/c 0-4-0ST with Jim Cooper standing on the footplate in about 1898. J.F. Burrell (letter p. 131) notes that this was Manning Wardle 1306/1895 used on construction of Port Talbot Railway and later at BPCM, Wouldham Works, West Thurrock and at Light Expanded Clay in Grays. See also letter from Nigel Wassell (page 175) which notes that location was not Port Talbot main line, but was probably on Ogmore Valley Extension Railway between Margham and Cefn Junction.. Letter from Kevin Robertson on page 110 notes that used by S. Pearson & Son on contract to construct railway from Maesteg to Port Talbot..

SR weed-killing trains. Kevin Robertson. 82-7.
Weed killing was based on a mixture of sodium chlorate and calcium chlorate. The illustrations show manual spraying; a simple powered system, an improvised train consisting of two obsolete Adams tenders with spraying equipment used between 1931 and 1937 and several views of the Southern Railway's 1937 weed-killing train taken at Epsom (both interior and exterior views). The set used tenders from Stirling F and B class locomotives and a SECR passenger guards van. A post WW2 weed-killing Southern Region train consisting of tank wagons, spraying vehicles adapted from utility vans and hauled by Q1 33039 on 5 November 1949 is also shown. Some consideration is given to the different methods adopted by the other companies.

Book Reviews. 88.
The locomotives of the South Eastern Railway. D.L. Bradley. RCTS. GB.
LNWR liveries Edward Talbot, George Dow, Phillip Millard and Peter Davis. HMRS. GB
"lavishly produced book": very well received.
An illustrated history of Southern wagons. Vol. 2. LBSCR and Minor Companies. G. Bixley, A. Blackburn, R. Chorley and M. King. OPC. GB
"thoroughly recommended"

Correspondence. 88.
Turnberry Road. D.P. Rowland.
See Issue 8 page 297 (begins page 293): closure date and announcements relating to

Number 12 (Summer 1986)

'K' class 2-6-4 tank No. E793 River Ouse at Victoria with a Brighton express. (W. J. Reynolds), front cover

Editorial [tribute to D.L. Bradley]. Paul Karau. 89.
Records that Bradley had died at the early age of 63. Noted his distinguished career in the Royal Navy and his competence as a mathematician and the high quality of his manuscripts. His work on the locomotives of the London & South Western Railway was not a reworking of the earlier RCTS material and had gone back to the original surviving records: see page. 9.

Facett, Bill. The stations of South Shields & Tynemouth. 90-100.
Includes extensive collection of photographs: dates quoted challenged on page 171 by Andrew Emery, especially the former location of the Blyth & Tyne Railway's initial terminus in Tynemouth; and by A.D.N. Rush on deviations from C.R. Clinker's Register of closed stations and Hoole's Railway stations of the North East concerning the "temporary" stations of the Blyth & Tyne Railway.

Carter, C.S. LNER coach cascading in the 1930s. 101-5.
Mainly gangwayed stock to North Eastern Area, thus releasing good quality non-gangwayed stock for use elsewhere including on the Midland & Great Northern Joint Railway. See also list of errata on page 171 (notably incorrect initials for Author) and errors made to dimensions. Also letter from Michael Brooks who questions statements made about rolling stock in use on Great Eastern suburban services in 1930s, and the "failure" to renumber Great Central section when they moved to other sections. . See additional material in letter on page 307.

Kite, J.E. Maids of all work – the LNWR 0-6-2 tanks. 106-9.
Illus.: No. 6881 at Leighton Buzzard in 1929; unidentified locomotive with 20 coach Pochin colliers' train; No. 243 at Birmingham New Street in 1905; No. 615 with another double-heading passenger train at Abergaveny in 1913; two at Swansea Victoria; No. 7759 with enlarged side tanks. See also letter from Ray Caston (Issue 15 page 264) who questions whether LNWR locomotives were stationed at Pontypool Road shed in GWR days; also possible coincidence between LNWR numbers and 77XX 0-6-0PTs allocated to Pontypool Road in 1938, and load limits on climb to Brynmawr..

Robertson, K. Lifton – a South Devon station. 109-111.

Jenkins, Stanley C. The Shipston-on-Stour Branch – a little known outpost of the GWR. 112-21.
See also letter from B.J. Penney on pages 171-2 who noted that Dean Goods No. 2551 was given priority repairs at Worcester on 9 February 1951 to work Shipston branch and that it worked a breakdown train to Shipston yard on 7 December 1951. From 7 July 1953 branch workings were taken over by 78008 and 78009. Also trains were locked onto the branch after passing Todenham Road crossing. The pub adjacent to the Shipston terminus provided free bread and cheese with its pints. Also anecdote of swarm of bees occupying cab and leading to train running through crossing gates.

Bradley, D.L. The 'River' tanks. 122-5.
Bradley considers that one influence was probably J. Clayton's involvement in the proposed Midland Railway 2-6-4T design for the Tilbury and Southend services, but a major influence was the LBSCR Baltic tanks and G.H. Pearson was sent to evaluate their performance. Notes that W class was tested on passenger trains, but was found to be rough between Headcorn and Paddock Wood and experienced severe pitching when descending Oxted bank.

Morris, John and Instone, Reg. Great Western Signals – some further notes. 126-7.
Lattice and concrete posts; finials, lamp-hoisting gear, boss plates, spectacles, ladders and arms. See also letter from Peter Sqibb on page 174..

Book reviews. 128-9.
The signal box: a pictorial history and guide to designs. Signalling Study Group. GB.
Festiniog Railway gravity trains. Peter Johnson. AG
Structures and stations of the Settle and Carlisle Railway. V.R. Anderson and G.K. Fox. GB.

[Mystery picture]. 129
This is a mystery picture in more ways than one: Issue 12 is probably not owned by KPJ and was probabl;y seen in the British Library where he seemed to miss this picture subject of letters by P. Butler on page XX  (or is it a caption?) and Adrian Tester on page 172.

Correspondence. 130
An NRM commennt. David Jenkinson.
See feature in Issue 10 page 9 by D.L. Bradley on primary records and access unto them: this contribution upset writer who responded rather fiercely pointing out that the NRM's Library was really a private research library for the Museum's staff and this led to a response from Bradley below.
An NRM comment. D.L. Bradley
See feature in Issue 10 page 9 by D.L. Bradley: concerned the difficulty of travelling to the NRM from Tunbridge Wells and then having to suffer from the library's "lengthy midday siesta" (in 2006 this siesta is extending to several years with the promise of electronic jam in the future).
LNWR liveries. C.B. Mullinger
See page 56 for article by E. Talbot: argues that Webb used high quality German varnish for painting locomotives at Crewe and that Whale economised by using an inferior British product.
An East Anglian enquiry. Charles Bayes.
See article by John Copsey Issue 10 page 24: also asks why many branch line trains carry a single headlamp in centre of buffer beam; why Thame routed all-stations trains carried express headlamps; also anecdote of travelling on Nailsworth branch train which divided at Dudridge with rear portion going forward to Stroud (no announcement about division being made at Stonehouse). See letter from L.G.P. Phillips (p. 172) concerning headlkamps on GWR auto-trains; the lowering of headlamp positions of Western Region Hall and Grange classes; also spurious reason for express headlamps on trains routed via Thame. See response from L.G.B. Phillips on page 172 who notes that autotrains used the mid position on the buffer beam as a head lamp and with a red shade as a tail lamp when pushing..
Contractors locomotive identified. Kevin Robertson.
See page 81 notes that used by S. Pearson & Son on contract to construct railway from Maesteg to Port Talbot..
McConnell tenders. J. Baxendale.
See also letter (inluding photograph of tender frames with fuel oil tanks mounted taken at Northwich on 4 August 1978) from Geoff Gamble in Issue 13 who also noted similar vehicle at Machynlleth in early 1986.
Signal finials. George Dow.
See page 29 et seq: primary function of finial was to protect end grain of timber post with a secondary function of discouraging birds from landing and fouling the lenses.
Lickey incline. Joe Swain.
See feature beginning page 46: suggests that train in illus. on page 55 was descending the incline and also refers to picture on page 51 which notes the severity of the turnout into platform at Bromsgrove station: writer's father had noted a 2P bogie derail and re-rail itself at this point, as well ass a fatal accident to a fireman when he forgot the presence of the over-bridge.
Lickey incline. V.R. Webster. 131
See feature beginning page 46: suggests that train in illus. on page 55 was descending the incline.
Handcross - a 'D' tank saga. D.J.W. Brough.
See feature beginning page 71: states that the illustration on page 75 of No. 2233 heading north from Longmoor Downs was actually heading south and that the "double track" was a siding.
Bishops Castle railway wagons. Brian J. Miller.
See article p. 10 et seq: notes that BCR wagons were overhauled at the works of the Barry Railway in 1905 and 1906
Bishops Castle Railway carriages. J. Lloyd.
See article p. 10 et seq: on the carriages which did not come from the Hull & Barnsley Railway, but from the Cardiff Railway; the LSWR carriage (ex-Neath & Brecon Railway) and the identity of the former LNWR vehicle.
Bishops Castle Railway et al. J.F. Burrell.
See article p. 10 et seq: concurs that certain passenger services were worked by bus and cites Rly Mag., 1933 January for further information; also notes transfer of 58051 from Tewkesbury to Highbridge during summer of 1952 prior to complete closure of Upton-on-Severn branch (see also letter from Charles Bayes on page 174 giving details of workings from Tewkesbury shed and No. 58051 working mixed train from Bridgwater to Edington Junction in October 1952.); by 1948 the caravan at 13.45 from Paddington (page 24) no longer reached Stourbridge Junction, but still meandered to Hereford; and the Manning Wardle 0-4-0ST shown on p. 81 (WN 1306/1895)..
Broad gauge around Gloucester. Neil Burgess. 132.
See feature page 46: corrects statements on mixed gauge track between Standish and Gloucester prior to 1845; and adds information about Midland Railway having to pay GWR for unused running powers between Standish and Gloucester and on fate of Midland Railway's broad gauge locomotives..
Clifton Down sets. Keith Ettle.
See original feature by John Lewis in Volume 1 page 123, further information from him on page 218 and from Keith Ettle on page 219: adds further informaton about Midland Railway trains working to Clifton Down in summer 1921; and further information on use of "Clifton Down sets" on workings between Paignton and Moreton.
Iron Duke. D.N. Beach.
Refers to p. 34 of Br. Rly J. Special GWR edition (1985 or thereabouts): locomotive Iron Duke much decorated with flags etc: Scottish Royal arms; British Royal Standard; Union Flag and flags of Piedmont-Sardinia, Turkey and France. Caption states decorated thus for visit of Shah of Persia. Alleges that same photograph appeared in P. B. Whitehouse and D. St John Thomas Great Western Railway (but this is Lord of the Isles: own eyes KPJ) and caption states for visit of Sultan of Turkey; and also in B. Haresnape's Railway design since 1830 where caption states decorated for return of soldiers from Crimean War. See also letter from David Hyde pp. 172/3..

Appeals. 132.
Old coach body at Brecon. G.A. Hookham
Photograph taken on 26 July 1947: Brecon & Merthyr Railway?

Number 13 (Autumn 1986)

Editorial. Paul Karau and Gerry Beale. 133.
Mainly on life before the Great Western: notably on the very great North Eastern Railway and its superb looking locomotives with their discrete use of brass and noble green livery.

Fenton, Mike. The Alston branch. 134-53.
See also letter from M.R. Grocock (Issue 20 page 42) concerning illus. on page 137 which appears to show two hybrid wagon design midway between chaldron type and NER hopper type. Notes other sources of information and another letter in Issue 18 from J.B. Dawson (page 395) on snow plough to Alston and the rarity of the GCR open dropside wagon being on branch prior to WW1.

An unidentified Super D (G1 type) leaving Northampton heading south on 5 July 1921. 154-5.

Essery, R.J. and Toms, G. The LMS 0-4-4 tanks. 156-60.
See also letter from R. Tourret on page 349 (No. 27) claiming ownership of photgraphs on pages 158 (1900) and 159 (41904). See also letter from R.C. Riley (p. 263) on how they were defeated by Wenlock Edge and the Mendips, and from Geoff Goslin asserting that a prototype for a standard class (visions of double-headed push & pull units, perhaps).

Lewis, John. GWR coach lighting. 161-5.
See also Issue 15: letters on page 263 from Gareth Spencer and Mick Hutson on location of photograph of two tri-composites is at Wadebridge within the period 1888-1899, that is prior to opening of Padstow extension

Riley, R.C. No. 233 Handcross – a postscript. 166-7.
How No. 2233 became derailed at Longmoor: inter alia shows Dick Riley's experiences at the LMR.

Correspondence. 170.
The late D.L. Bradley's obsevations (page 9) on the NRM and the now late David Jenkinson's harsh response to them was the subject of extensive correspondence: that by George Dow is quoted in full and the remainder partially summarised. In itself the correspondence shows that British Railway Journal could have been a vital engine for serious railway enthusiasm instead of hiding at the back of some long forgotten shed. David Jenkinson and J.A. Coiley responded to the following criticisms in Issue 15 page 262..
National Railway Museum. George Dow
The late D.L. Bradley's interesting recollections about the trials and tribulations of his railway research work revived memories of my own experiences in that field, and I have often thought how thankful I am that all the research for my trilogy Great Central was completed at Porchester Road. Here one was welcomed by an intelligent and ever-helpful staff, headed by the admirable L.C. Johnson. the Archivist. There were no long midday closures and at least one evening a week the collection was open to those researchers who could not call during the daytime. Admittedly the conditions were a little cramped at times and the toilets somewhat Dickensian. but, unlike D.L. Bradley, I never had to wait more than five minutes for a book.
At Kew the Public Record Office stands in sharp contrast, its only saving grace being its cafeteria. It is most inconveniently located some distance from public transport. Its hours of opening suit retired car owners who live in the London area, and neither on Saturdays nor on any weekday evening can the collection be visited. The long-distance provincial visitor has therefore to consider overnight hotel accommodation if his research is at all protracted. The personal touch has been supplanted by an unreliable computer and the whole establishment appears to be run for the staff and not for the convenience of its users.
I have had no experience of the library at the National Railway Museum, but I have enjoyed sterling help from its staff, notably John Edgington, in the past. Nevertheless, methinks D. Jenkinson doth protest too much, taking as he does the best part of a column of yours to reply to a justifiable complaint of Bradley's about restricted hours of opening. Although the library was started solely for the use of the staff of the museum, it appears that because of the generosity of donors it now extends far beyond that. If so, it is high time that the constitution of the museum is amended to enable bona fide researchers to consult it without fear or favour. The established popularity of the museum should be enough to convince its civil service masters that there is ample justification for the extra staff needed. The hours of opening should be overhauled intelligently and sympathetically at the same time.
National Railway Museum. R. How
... it is frustrating to be denied access to material which one knows is in the archives - the Selwyn Higgins collection being a prime example. The explanation given, that there are insufficient staff to catalogue the material for the forseeable future, is hard enough to bear when set against the all too common background of restricted funds. In the light of Mr. Jenkinson's declaration that there is no obligation to make material available to the public, one can't help surmising that the NRM feel little inclination to perform this task. I'm sure that Mr. Bradley was quite correct about the lack of public awareness of this facet of the NRM. I certainly did not realise that material is only available through the goodwill of the staff, and wonder what would transpire if that goodwill were to be withdrawn, either in toto or in respect of individuals rash enough to write letters criticising the system.... One can only applaud Mr. Jenkinson's honesty and hope that, in the absence of legislation to safeguard public access to the NRM's archives, historians will heed Mr. Bradley's sound advice and entrust their collections to an establishment prepared to guarantee continued access in the interests of serious research. In the meantime it is interesting to speculate on what possible 'in house' use the NRM staff can make of historical records, photographic collections and the like which are clearly not destined to be displayed in the museum. I cannot imagine the staff at Kew being interested in making the slightest use of the material entrusted to them other than in servicing the needs of the public, and it would be interesting to know if the incidence of authorship is as high amongst the PRO staff as it is at York.
National Railway Museum. Name witheld
The letter from the late D.L. Bradley about the difficulties of access to information held by the NRM should provoke some action by railway historians. While I accept that the NRM has no statutory obligation to make any records available, surely we as tax-payers, who indirectly fund the NRM, should pressure legislators to alter these circumstances.
The NRM letter claims financial restrictions for its inability to offer better facilities but anyone noting the extremely high prices paid by the NRM for railway posters in auctions would have grave doubts about such observations. Surely NRM funds, so clearly available for such items (that would be privately preserved anyway), should be better allocated to some restoration of fragile historic records already in the collection and in dire need of preservation together with ensuring access by those interested in research to a greater extent than at present. Once those expensive posters are in the stores, it is unlikely they will be seen again. Surplus funds have better uses!
However, Mr. Bradley was incorrect on one point. He wonders how many donors appreciate that their prize collections would disappear for all time in NRM stores. In a US mid-West city, a 'pub' boasts locomotive nameplates... and so on all apparently given to the 'pub' by a previous curator of the Railway Museum, according to the Manager. So perhaps some donations do not disappear for ever?
National Railway Museum. H. Morgan
Essentially write to your MP to demand better access to NRM collections.
National Railway Museum. Brian Hart
Essentially a complaint about a National Collection being centrally located at York rather than in the depths of rural Sussex, plus the lunching habits of librarians which souunded almost French: M. d' Atkins? This typical southerner's letter drew the ire of M.J. Denholm in Issue 15 page 261 and Brian Hart was permitted yet another opportunity to rail against the northern tribes and their barbaric luncheon habits, as well as against HSTs
National Railway Museum. Adrian Gray. 171
Like many others noted the connection between the Museum staff's authorship and the ready availability of information to them [KPJ: this is perhaps a question many librarians should ask themselves: certainly post-retirement access to hardcopy information has been extremely difficult].
NER stations at Tynemouth. Andrew Emery.
See page 90 et seq former location of the Blyth & Tyne Railway's initial terminus in Tynemouth.
NER stations at Tynemouth. A.D.N. Rush.
See page 90 et seq on deviations from C.R. Clinker's Register of closed stations and Hoole's Railway stations of the North East concerning the "temporary" stations of the Blyth & Tyne Railway
Red face department. C.S. Carter
See feature on pages 101 et seq: list of errata (inluding author's initials and to several dimesnions).
LNER coach cascading. Michael Brooks.
See feature on pages 101 et seq: questions statements made about rolling stock in use on Great Eastern suburban services in 1930s (main services did not employ non-bogie vehicles at that time: most used either ex-GER bogie vehicles or Gresley articulated sets), and the "failure" to renumber Great Central section when they moved to other sections
The Shipton-on-Stour branch. B.J. Penney
See article on page 112 et seq notes that Dean Goods No. 2551 was given priority repairs at Worcester on 9 February 1951 to work Shipston branch and that it worked a breakdown train to Shipston yard on 7 December 1951. From 7 July 1953 branch workings were taken over by 78008 and 78009. Also trains were locked onto the branch after passing Todenham Road crossing. The pub adjacent to the Shipston terminus provided free bread and cheese with its pints. Also anecdote of swarm of bees occupying cab and leading to train running through crossing gates.
Mystery picture. Adrian Tester. 172
Picture on page 129 and subject of letter or was it caption by P. Butler: Midland Railway permanenet way: 12 ft points.
GWR branch train headlamps. L.G.B. Phillips.
See letter from Charles Bayes on page 130: headlkamps on GWR auto-trains who notes that autotrains used the mid position on the buffer beam as a head lamp and with a red shade as a tail lamp when pushing.; the lowering of headlamp positions of Western Region Hall and Grange classes; also spurious reason for express headlamps on trains routed via Thame (most unlikely to affect running of Birkenhead to Dover/Margate train KPJ)..
Box station. Richard Kelham.
See Special Great Western Issue No. 2 page 130: Bath stone companies and their rolling stock.
GWR train identification codes. J.F. Burrell.
See Special Great Western Issue No. 2 page 155 concerning the 13.50 Burnham to Paddington and on 11.05 St. Erth to York with TC for Aberdeen?.
Iron Duke class & Lord of the Isles. David Hyde.
Refers to letter from D.N. Beech on page 132 and to p. 34 of Br. Rly J. Special GWR edition In the original photograph, the figure of Mr. Henry Kirtley , the London Division Locomotive Superintendent appears (his coat can just be seen on the extreme left in the Journal reproduction). The other people in the photograph are from left to right, Foremen 1. Heppel & Turner, Fireman James Henderson, Driver Joseph Groves, and Running Shed Foreman Michael Almond - who, incidentally, was the driver of Great Britain on 14 May 1848 and received a friendly admonishment from Gooch at Didcot, 47 minutes after leaving Paddington - having achieved, start to stop, an average speed of 67.5 mph. In those days, each broad gauge engine driver, having been allocated his own engine, did his best to prove its worth over all others. The accompanying reproduction shows a card printed to commemorate this event. It is almost certain that it is driver Almond who is on the footplate of Great Britain in the photograph on page 37 of BRJ GWR Special Edition 1985. The photograph on page 34, and also that on page 36 (top) was taken just east of Westbourne Park locomotive shed and west of what was later known as Torquay Street footbridge. The background 'beyond the railway fence' is not without interest. The square house on the left was called Alfred Villa; it overlooked the shed and running lines at the back, and faced Alfred Road, off Harrow Road, W.2. It was in fact company property, built for the London Division al Locomotive Superintendent, and Henry Kirtley, just out of view, almost certainly lived there. Later residents included Mr. John Arrnstrong, son of Joseph. The taller building behind, on the corner of Alfred Road and Waverley Walk, was the Royal Saxon Public House, owned by Meux 's Brewery, who seemed to have a hostelry near the road entrance of most London running sheds. Westbourne Park shed closed in March 1906, with the opening of a new shed at Old Oak Common. The area was altered, including demolition of Alfred Villa, to make way for the Alfred Road, Road Transport Repair Depot, and the entrance to Alfred Road Goods Depot. The latter was built on the site of the former engine shed and is still to be seen, although now disused. The other houses in the photograph remained, with some war damage, until the arrival of the M40 motorway in recent years.
The LMS 'Crabs'. John Marshall. 173
See article on page 2-8: on the LMS 2-6-0s probes into a fascinating incident in post- grouping locomotive history: the fight for supremacy between Crewe, Derby and Horwich which was onlv resolved with the appointment of Stanier. Of-the three CMEs, George Hughes was the only one who had adopted modern trends in front-end design. As early as 1909 he had rebuilt four Aspinall 4-4-0s with Schmidt superheaters, Walschaert valve gear and inside admission piston valves with 6 in. travel and 1½ in. lap, the first British engine outside the GWR to be so equipped. Their sparkling performance was marred by lubrication problems which did not arise to the same extent with the lower degree of superheat on the GWR; but it seems doubtful if Hughes, or for that matter Gresley at Doncaster, really understood the advantages of such valve events until some time later. Hughes certainly did by 1913 as proved in a letter to Aspinall when he was considering a large 2-10-0 based on the Flamme design in Belgium, but the war prevented further progress. This was the year when J.R. Billington, his junior by 8 years, became chief draughtsman at Horwich, Billington, a brilliant engineering scholar, worked with Hughes on the redesigning of the LYR 4-6-0, and there can be no doubt rhat Hughes leaned heavily upon him. His untirn eiv death at the age of nearly 52 on 22 March 1925 left Hughes without the strong support he needed during the period when the 2-6-0 was being built. George Hughes, a simple, retiring, but friendly and approachable man was no match for the sophisticated 'superior gentleman' type represented by Sir Henry Fowler who, though 5 years younger and lacking Hugnes' knowledge and experience of locomotive design, completely dominated the situation by the strength of his personality. One of the most fascinating documents I discovered at Porchester Road during research for Volume 3 of my history of the L Y R was a file of correspondence between E.M. Gass, then chief locomotive draughtsman at Horwich, George Hughes and Henry Fowler. The villain of the piece was really E.R.C. Trench., former chief civil engineer of the LNWR, who became chief engineer of the LMS and who obstructed almost every feature of new locornotive design from Horwich. It was Hughes ' exasperation at confrontations with Trench which led to his abrupt resignation in July 1925 when barely 60 years old and at the summit of his career. (News of his 'retirement' was given in the Railway Gazette of 7 and 14 August 1925). On 2 September 1925 Gass had an interview with Fowler at Derby to discuss the 2-6-0 and, he wrote a long letter about it to Hughes. The letter is covered with pencil comments by Hughes urging Gass to 'stick to the L & Y system, or method', wherever Fowler had suggested Midland features. Although by then Hughes had moved to Crorner, he retained a keen interest in the work at Horwich and he wrote a strong letter to Fowler on 8 September explaining his reasons for retaining tile Horwich features, but he could have little influence in finalising the design. So the Crabs appeared with Midland pattern injectors and brake arrangement and the Midland tender. As Gass remarked, its tank was 18 in. narrower than the cab and when full it was 2 tons heavier than the Horwich-designed tender, but Hughes stated firmly 'I am not going to submit to Mr. Trench again'. On 19th November 1925, when Hug hes was safely out of the way, Fowler wrote to Horwich stating 'It has now been arranged that the standard tender, which is similar to that being fitted to the No. 4 class 0-6-0 goods engine and the 3-cylinder compound engine, will be used on the 2-6-0'. Thus were the 'Crabs' condemned to drag this incongruous vehicle around to the end of their days. Fowler's inadequacy as a locomotive engineer showed up at last in 1931 when, under Lord Stamp, a research department was set up with Sir Harold HartIey in charge and Fowler was shunted into it. The locomotive department was managed by Sir Ernest Lemon until the appointment of Stanier in 1932.
LMS 'Crabs' and Forest Hill. J.W. Sparrowe
See article on page 2-8: Years ago he came across an article - whether in Railway Gazette, The Engineer or Engineering I cannot remember - concerning some tests they made with one of these engines. A cine camera was attached to outriggers to photograph the motion at speed. 80 mph was reached, at which the driving wheel rose 2 inches at each revolution and thumped back again - which doesn't bear thinking about with a 1½y inch flange, and would not have amused the permanent way department! No wonder Stanier lowered the cylinders on his version! In the case of Forest Hill (see letter from Stanley C. Jenkins in letter p. 40) he had found a reference to the rebuilding of this as in 1883, and wonder whether the style was influenced by the not far distant Dulwich College, built (I quote) 'in terra-cotta and red brick in 14th century Italian style and having a campanile, architect Charles Barry the younger, and opened in 1870 by the Prince of Wales' (i.e. Edward VII). I may add that the station was only about a mile away from my home in East Dulwich (1911-1934) and was not improved in about 1930 when an errant lorry removed one leg of the tower! I am grateful to Herr Hitler for the final removal of what I considered an ugly structure totally at odds with its surroundings!
Forest Hill... or reflections on Gothic. John Minnis.
Stanley C. Jenkins in letter p. 40 criticised Minnis' short feature on LBSCR stations ( See Issue 9 page 328): I seem to have aroused Stanley Jenkins' wrath in my description of Forest Hill station as being 'an extraordinary blend of Gothic, both pointed and Romanesque'. I chose the phrase with some care and I cannot agree that it is, in his words, 'totally misleading'. Agreed, the architect of Forest Hill was strongly influenced by the Venetian style popularised by Rusk in but that style is Venetian GOTHIC! The word 'Gothic' is certainly used by architectural historians to describe it; by way of example, Sir Banister Fletcher included the style within the chapter on Italian Gothic in his standard work A History of A rchitecture on the Comparative Method. Another notable architectural writer, Henry- Russell Hitchcock, states in Architecture: Nineteenth and Twentieth Centuries, his volume in the Pelican History of Art series, 'Notably, Rusk in urged the study of Italian Gothic'. Dixon and Mut hesius in Victorian Architecture (1978) similarly refer to Ruskin drawing attention to 'the Gothic buildings of Verona and Venice'. So despite Mr. Jenkins' strictures that Forest Hill 'cannot, by any stretch of the imagination, be described as Gothic', it would seem that his 'Venetian Style' and the Gothic are, in the eyes of architectural historians, one and the same thing. In fact, the LB & SCR was rather partial to Vene tian Gothic touches - in particular to a form of corbelling in gables which closely resembles that found in many examples of ecclesiastical architecture, one such being the church of Santa Maria dell' Orto , Venice. The LB & SCR work is crude by comparison but the inspiration is clear. However, at Forest Hill, the corbelling under the eaves is derived from an earlier period. It is Romanesque and may be compared with the church of St. Ambrogio, Milan, whose towers contain string courses of this pattern. My comment on Eastbourne also seems to have been slightly misconstrued. I said that it was an eclectic blend of Gothic and classical. The booking office portion is symmetrical in form and classical in style, broadly as Mr. Jenkins says, in the Italianate mode. But the detailed decorative treatment is in part derived
Bishops Castle Railway. P.J.A. Taylor. 174
See feature page 10 et seq: claims that BCR cattle wagons did not come from MR, but were constructed by S.J. Claye. The "Hull & Barnsley" brake third came from the Cardiff Railway via the GWR; also notes on local conversion..
GWR square post signals. Peter Squibb.
See article by Author on page 29 and subsequent article by Morris and Instone on page 126: further information on lamp hoisting gear, length of signal arms, signals at Maiden Newton (where writer's father was a signalman) and comment about Adrian Vaughan's book. 
Signal finials. A. Hall-Patch.
See article by Author on page 29 and subsequent article by Morris and Instone on page 126: further information on signal finials as cast by John Thompson (Wolverhampton) Ltd for the Western Region.
A query answered. Charles Bayes.
See letter from J.F. Burrell on pp. 131-2: details of workings from Tewkesbury shed and No. 58051 working mixed train from Bridgwater to Edington Junction in October 1952.
Midland Railway 0-4-4T No. 1330. Nigel Wassell. 175
See original feature in Issue 6 on page 190 and letter following it from V.R. Webster on page 304 (issue 9): and letters in Issue 10 page 42 from Richard Williams and Neil Burgess No. 1330 (subsequently No. 58051). Orinally an Upper Bank locomotive (but no further information). Allocated Gloucester in February 1942: worked Ashchurch to Malvern branch. Recorded at Highbridge in April 1943. At Gloucester between November 1945 and August 1947 when moved to Leicester, but at Bedford during early 1950. Returned to Gloucester as 58051 in February 1949. Fitted Belpaire boiler in January 1952, then back to Gloucester. From 6 September 1952 transferred to Highbridge (Southern Region): Withdrawn October 1956. See also Issue 11 page 81 and J.F. Burrell (letter p. 131) who noted that O/c 0-4-0ST was Manning Wardle 1306/1895 used on construction of Port Talbot Railway, but location was not Port Talbot main line:more probably on Ogmore Valley Extension Railway between Margham and Cefn Junction....
McConnell tenders. Geoff Gamble.
See letter from J. Baxendale on page 130: photograph of McConnell tenders with fuel oil tanks mounted taken at Northwich on 4 August 1978, also noted similar vehicle at Machynlleth in early 1986.
H & B coach on BCR. Ron Prattley.
See feature on Bishops Castle Railway on page 10: the Hull & Barnsley Railway brake third was sold (as one of four) to the Cardiff Railway in 1919. These were HBR Nos. 3, 11, 15 and 19, becoming CR Nos. 6-9 (7 and 8 were the brake thirds); also notes details of local conversion and that one of the HBR vehicles (which went to the Neath & Brecon Railway) was extant and being restored..

Number 14 (Christmas 1986)

Fittleworth Station under snow in January 1958. R.A. Holder. front cover

The Nottingham Suburban Railway. John Marshall. 178-91.
Act of 25 June 1886 obtained with the assistance of Nottingham City Council and the Great Northern Railway. The route from the GNR at Trent Lane Junction to another junction with the GNR at Daybrook was hilly with long stretches at 1 in 50 and included four tunnels: Sneiton, Thorneywood, Sherwood and Ashwells. The Engineer was Edward Parry. The line was inspected by Major General C.S. Hutchinson on 22 November 1889 and opened  to passengers on 2 December. The line was partially closed during WW1 and thereafter the line gradually fell into disuse. Illus.: Stirling R class 0-4-4T No. 822 entering Thorneywood Station in 1911 (Marshall notes that the 0-4-4Ts struggled with the heavy gradients); Trent Lane Junction, Sherwood Tunnel north portal; Thorneywood freight yard; Sneiton Dale viaduct; Sneiton Tunnel south portal; Thorneywood Station c1904; Bridge No. 9 over Wells Road; St Ann's Well Station c1904-08; Sherwood Station c1904-08; Ashwells tunnel south portal; Woodthorpe Drive bridge; Thackeray's Lane bridge; Daybrook Station c1900; C12 67363 on RCTS special on 16 June 1951 leaving Ashwells tunnel; J2 5018 approaching St Ann's Well on freight on 31 July 1950; J52 No. 68768 leaving Thorneywood with coal empties in June 1951

Working on the Lickey. R.J. Essery. 192-5.
Mainly extracts from Official Midland Railway and LMS documents concerned mainly with working unfitted trains down the incline and the difficulty of stopping them at the bottom with sufficient accuracy to be able to take on water. Essery emphasised that such trains were worked not from a standing start (as this would be impossible with brakes pinned down) but that the brakes were pinned down as the slow moving freights approached the summit. Braked trains did not pause before descending. Limits (mainly remarkably low) for upwards passenger trains are also quoted.

Fittleworth — a sentimental journey. Brian Hart. 196-205.
Between Pulborough and Petworth on the LBSCR Midhurst branch.

Three Great Northern footbridges. George Dow. 206-7.
Bingham, Newthorpe and Bulwell Forest stations.

Tetbury station in snow. 208.

G.W.R. Christmas parcels trains. John Copsey. 209-10.
Mainly an examination of "normal" parcels trains activity: only one of the five tables relates specifically to Christmas workings, and that relates to 1939.

Auchlochan. David S.G. Stirling. 211-13.
Coalburn branch: includes use of loops with interlaced track to enable spring-operated catch points to be employed on single line routes with heavy gradients. Those at Auchlochan are illustrated and were for the line towards Alton Heights. A similar loop also existed at Brocketsbrae and at Killin Junction and possibly at Ballinhassig on the Cork, Bandon & South Coast Railway. See letters on page 307 from D.F. Rowland and from J.F. Burrell in Volume 3 page 175 on passenger numbers on Coalburn branch.

The First Webb 2-4-2 tank engines. Edward Talbot. 214-15.
Developed from 2-4-0T which other than the 4-4-0Ts (Metropolitan type ordered from Beyer Peacock in 1871) were the first LNWR suburban tank engines. The initial, locomotive was adapted from the 2-4-0T and included a tender locomotive type of cab, but subsequent locomotives were fitted with cabs suitable for travel in both directions.See also letter from Harry Jack in Issue 42 on page 132

'An abominable intrusion': railway construction in the 1880s. Chris Hawkins and George Reeve. 216-18.
Three illustrations taken during the construction of the "New Line" via Effingham Junction to Guildford of the contractor's site and of a new bridge (with contractor's locomotive on it: see letter from Peter Truman on page 351 concerning this locomotive). The works were near the genteel county town.

Book Reviews. 218-20.
The railways of Britain: a journey through history. Jack Simmons. Macmillan. RDF.
"For the relative newcomer to the study of railway history, this book is a must". Presumably this was a review of the 3rd edition (Ottley Second Supplement).
Narrow gauge and miniature railways from old picture postcards. Andrew Neale. Plateway. AG.
Well received.
The Bristol and South Wales Union Railway. John Norris. RCHS. RAH.
Railway which served to connect Bristol to ferry (from New Passage) across Severn to Portskewett (provided with a short branch to give connections onto the Gloucester to South Wales mainline). Well received, although the reviewer appears to have had some odd ideas about reviewing.
South Wales railways at the Grouping. Brian J. Miller. D. Brown & Son. GB
A collection of "most interesting" photographs
The London Chatham & Dover Railway. Adrian Gray. Meresborough.
London's Metropolitan Railway. Alan A. Jackson. David & Charles. JM
An odd coupling of two books for review. The reviewer (not unjustly) uses the review to assess the nature of railway histories with citations to H.J. Dyos and D.H. Aldcroft and to T.R. Gourvish (Business Hist., 1978 (20)).
The Bisley Camp branch line. Peter A. Harding. Author. GB.
Very well received. Photograph from it included..

Feet warmers. Great Northern Railway. 220.
Extract from GNR Working Timetable for 1912 detailing how feet warmers should be handled.

Number 15 (Winter 1987)

No. 5404 at Banbury with an auto train for Princes Risborough on 18th September 1945. (R. E. Tustin). front cover.

Copsey, John. Banbury GWR. Part 1 — the background. 222-37.
Banbury was reached by the broad gauge Oxford & Rugby Railway in 1850: the broad gauge was extended as mixed gauge to Birmingham Snow Hill in 1852 and reached its northerly limit at Wolverhampton in November 1854. In October 1861 through standard gauge trains were running from Chester to Paddington and in March 1869 the last broad gauge train ran north of Oxford. In 1887 the Banbury & Cheltenham Railway provided an alternative route from Banbury to the west and in 1900 the Great Central reached Banbury from Woodford Halse. Finally, the new mainline via High Wycombe and Bicester placed Banbury on a competitive London to Birmingham route in 1910.

Beck, Keith M. Kingswear for Dartmouth. 238-40.
Dartmouth boasted a railway station without trains (if it still existed it would presumably be a "boat station" linked to the "train station" at Kingswear), and was served by Company-owned ferries: Dolphin and then The Mew. Mentions that Brunel had considered crossing the Dart to provide a coastal (and presumably even more tidal) route to Plymouth via the South Hams. The highlight of the ferry crossing was the Royal journey made in 1902 to lay the foundation stone for the Royal Naval College. Once opened the College provided extra traffic for what would now be denegrated as an integrated travel facility. The ferry/train services are outlined. As late as 1902 there were still no Sunday ferries. The article concludes with the last voyage of The Mew on 8 October 1954.

Minnis, John. The Brighton Railway new terminus. 241-5.
Centre-spread photograph probably take shortly after 1882/3 when roof was reconstructed, plus a contemporary description (noteworthy for its lack of paragraphs) plus on page 244 view from north of country end of old train shed with Stroudley 0-6-0.

Euston in the summer of 1925. 245.
0-6-0ST Special Tank No. 3346 (still very LNWR) shunting empty stock (clearly LMS red): Philip Rickard Collection. See letter from M.R. Romans on page 306 notes that shield on water crane was to divert water away from conductor rail.

Essery, Bob. Midland finish. 246-9.
Comment upon specific photographs: 2183 class 4-4-0 No. 2193 with additional lining at St Pancras presumably in 1893 (and certainly before 1907 when what remained was renumbered); 2-4-0 No. 1527 c1890 in rather scruffy condition; 0-6-0s Nos. 2284 and 2304 with scorched fireboxes: there are differences in tender lining.

Jenkinson, David. A Midland, LMS or BR shade of red. 249-51.
Argues that with exception of genuinely ghastly maroon used on carriages between 1946 and 1948 that the crimson lake used at other periods on locomotives and rolling stock was the same, but that variations in natural light affected viewers' perceptions of it: Jenkinson saw preserved No. 1000 alongside red 46256 at Derby in 1956 and he claimed that they were colour on that day.

Webster, V.R. A Hebridean railway. 251-4.
A 3ft gauge railway was constructed by the Skye Marble Company to link its quarries from near Kilbride, above Loch Kilchrist, to Broadford. Horses were used at first, but the Industrial Railway Society's Industrial Railways of Scotland notes that two locomotives including Hunslet 564/1892 0-4-0ST Skylark worked on the line (but is not illustrated). One of the author's photographs shows track in situ at Broadford: the others are more like Delphic remains. See also Issue 21 page 88 for picture of locomotive Skylark and further information from V.R. Webster..

Williams, Mike. LNWR Diagram 7 slate truck wagons. 256-8.
LNWR standard gauge transporter wagons designed to convey Festiniog Railway and its own 2ft gauge wagons from Blaenau Ffestiniog to Deganwy. Diagram and two illus.: including one of 2ft gauge wagon extant in 1965.

Middlemass, Tom. Ah, wilderness! [Falkirk High]. 258-9.
Written at the time of the temporary (but feared permament) closure of Falkirk High: mainly record of early engine spotter.

Beale, Gerry. Ventnor, Isle of Wight Railway. 260-1.
Classic view of Ventnor station, viwed from above it: from photograph taken between 1893 and 1900: showing turntable; portable bridge for reaching island platform which still lacked a canopy; Westinghouse brake equipped locomotive (probably Ventnor) and train

Book review. 261.
The Somerset & Dorset at Midford. Mike Arlett. Millstream. GB.

Correspondence. 261
National Railway Museum Library. M.J. Denholm
Told Brian Hart (Issue 13 page 170 how he should have spent his lunch break examining roof of York station, which led top following letter.
National Railway Museum Library. Brian Hart.
See above: makes comparison with Public Record Office where visitors were not expected to examine Kew Gardens for ninety minutes whilst the staff dined. Writer prefered DEMUs to HSTs.
National Railway Museum Library. David Jenkinson. 262.
See correspondence on page 170 et seq: the really significant item in this letter is a very strong refutation that the NRM had sold any of its collection to the USA or anywhere else, and a promise that the Library would be open more generously!!
National Railway Museum Library. J.A. Coiley.
See correspondence on page 170 et seq: Noted that library services were to be developed and that the collections of drawings and photographs were being made available in publications and exhibitions.
National Railway Museum Library. Editors.
Pearce-Higgins collection.
Saving of records. M.J. Gilkes.
See short article by D.L. Bradley on page 9: appears to advocate retaining manuscripts and photographs in private collections rather than passing them on to national archives which "cannot be trusted".
The LMS 0-4-4 tanks. R.C. Riley. 263.
See feature on page 156. The only debatable point is that the photographer claimed "little had been written" about this class! Includes photograph of 41900 languishing on Wellington shed on 2 October 1960 where the gradients to Much Wenlock were far beyond its capacity; a similar fate befell attempts to tackle Mendips out of Bath (although MR 0-4-4Ts were quite capable of this) (this information came via Ivo Peters), and of gentler haunts like Tewkesbury, Stanmore and St Albans
The LMS 0-4-4 tanks. Geoff Goslin
See feature on page 156.  Suggests that design must have been considered to be a prototype for a standard class
Another mystery solved. Gareth Spencer.
See page 161 et seq: location of tri-composite coach was Wadebridge: GWR maintained a bbooking office at Wadebridge until WW1: see also letter from J.F. Burrell in Issue 16 page 306.
Another mystery solved. Mick Hutson
See page 161 et seq: location of tri-composite coach was Wadebridge prior to opening of Padstow extension: i.e. 1888 to 1899.
GWR branch train headlamps. M.R. Romans
Refers back to letters by Phillips (BRJ 13) and Bayes in BRJ 12: many branch lines, whether operated by autocars, or not, were worked with a single headlamp in the centre of the buffer beam. The GWR gradually moved the top lamp bracket to the smokebox door. Through trains over branches in GWR/early WR days often carried class A headcodes.
Special GWR Edition – Wantage Road. M.R. Romans. 264
Small window opening into early railway building may not imply facility for passengers: freight customers were also treated in this way.
LNWR 0-6-2 'coal tanks' – a query. Ray Caston.
See feature by J.E. Kite on page 106: questions whether LNWR locomotives were stationed at Pontypool Road shed in GWR days; also possible coincidence between LNWR numbers and 77XX 0-6-0PTs allocated to Pontypool Road in 1938, and load limits on climb to Brynmawr..
McConnell tenders. Adrian Gray
Refers back to letter by Geoff Gamble in Issue 13

Bathampton station in broad gauge days. 264
Picture from Howarth-Loomes Collection submitted by Tony Hall-Patch: shows crossbar signals and railway policeman standing to attention.

Number 16

The scene at 6.00 p.m. on Sunday, 24th January 1932, during installation of Carr Mill Bridge. Front cover

The Glasson Dock Branch. Stanley C. Jenkins. 267-74.
See also feature in Number 17 page 332 on signalling arrangements.

The LNER railcars in Scotland. C.S. Carter and A.R. Maclean. 275-9.
Includes note that there was a suggestion within the Scottish Area that railcars should be painted deep blue all over. Lines operated included Stirling to Balloch; Aberfoyle and Blanefield; Kinross Junction to Alloa and Ladybank; Stirling to Alloa, Alva and Dollar [KPJ Menstrie in 1946]; Thornton Junction and Methil; Hamilton to Blairhill and Shettleston; Edinburgh District to several destinations, including Dalmeny and Ratho; North Berwick, Dunbar, Penicuik and North Leith as well as Galashiels to Selkirk; Carlisle District to Port Carlisle and to Silloth; and Aberdeen District from Aberdeen to Culter and Banchory and to Dyce and Ellon.. See letter from K. Hoole in Number 17 page 351 which indicated several errors. and letter from Robert D. Campbell in Volume 3 p. 176 writer's father's reminiscences of firing the Sentinel railcars on the Balloch to Stirling and Aberfoyle branches and their use on late evening Dumbarton Central to Balloch run when it was grossly overloaded and "fell apart". Firing was very simple and light under normal condistions. Illus.: No. 33 Highland Chieftain at Ellon; No. 313 Banks of Don at Thornton Junction in June 1934; No. 31 Flower of Yarrow on St Margaret's shed; No. 39 Protector at Langholm. Mileages achieved are quoted. See critical letter from K. Hoole on page 351.

The Midland Railway Locomotive Works at Derby. Peter Truman. 281-9.
Although each of the photographs is carefully credited to the National Railway Museum (where they are housed) but were presumably Midland Railway official photographs the major source of the text is "an article" by C.H. Jones. The author also acknowledges Radford, Williams and Whishaw.

Bridge No. 2, L&MSR Lanc. Union Line: Carr Mill Bridge. Mike Christensen. 290-9.
The construction of the East Lancashire Road in the late 1920s led to a major problem where it had to go under a four track railway with junction on an existing embankment. This was achieved with the minimum disturbance to railway traffic by building the bridge spans parallel to the railway and rolling them into place onto abutments which had been constructed whilst trains were kept running. The steel girders were provided by Sir William Arrol & Co.

GWR coach lighting. Part Two. John Lewis. 300-5.
A small amout about oil lighting and much more about (1) coal gas stored in rubberized bags used on services between Bishops Road (Paddington) and Farringdon and (2) compressed oil gas using Pintches' or Pope's patent systems. Oil gas was more compressible than coal gas. Both early electric lighting and incandescent gas lighting are also considered. The latter was surprisingly competitive with the former and it was not until 1909 that the majority of new stock became elctrically lit. Includes a list of tunnels where elctric lights had to be switched on during daylight hours. See also comment from R.A. Hawkesford on page 395 concerning direct switch from oil to electric lighting on NSR..

Book review. 305.
Great Western Railway siphons. Jack N. Slinn. HMRS. PK.
Very well received

Correspondence. 306-8.
Shades of red. M.R. Romans.
Comment on (1) the effect of varnish on the perception of colour, (2) the lack of empathy for Midland colours at Crewe or Horwich, and (3) the red colour adopted for the Western Region diesel hydraulic locomotives. See letter by J. Downing (Vol. 3 page 175) on H. Holcroft's observations on the effect of varnish on the appearance of GWR rolling satock at the S&DR Centenary Celebrations.
The Euston water columns. M.R. Romans.
See page 245 (Number 15): shield on water column was to protect overflow going onto live third rail of electrified tracks.
Paint variations. G.A. Hookham.
Refers to letter by David Jenkinson: suggests that the "carmine" used in the blood and custard British Railways "standard" livery varied from works to works and was "darker" on the Eastern and Southern Regions [KPJ the base upon which the colour was applied may have affected the colour or one's perception of it]. Also suggests that the Malachite green also varied.
Ventnor, Isle of Wight. N. de Courtais.
Notes that the original layout did not terminate in a turntable, and the island platform was alos a later addition. See No. 15
Outstationed railwaymen. J.F. Burrell.
See p. 263 for letter by Gareth Spencer on GWR booking office at Wadebridge. Similar arrangements existed at Bristol for LNWR guards working on North to West expresses; a GCR guard outstationed to work the Newcastle to Barry Ports to Ports "express"; the GNR booking office at Stafford; TVR staff at Llantrisant and a LNWR, later LMS, station master at Carmarthen (see Rly Mag., 1929)
LNWR slate truck wagons. J. Graham Isherwood.
Very extensive letter in response to article by Mike Williams relating to quarries which despatched slate via these slate transfer wagons.
The LMS 0-4-4 tanks and Bathampton Station. Colin G. Maggs.
Alleges that the MR 1P variety were faster than the LMS 2P variety. Photo. page 264 is Bathampton station.
Coalburn Branch. D.F. Rowland. 307.
See article on branch is Issue 14 page 211 et seq: letter writers notes that T. Steele, Labour Member for Lanark, asked a Parliamentary Question on passenger numbers on the Coalburn Branch. Data are given for week ending 1 September 1939 and corresponding week in 1945 from each station: Lesmahagow, Blackwood, Stonehouse and Larkhall. Further letter from J.F. Burrell in Vol 3. No. 23 page 175 which notes the effect of WW2 on the 1939 data and the low numbers carried from Coalburn.
Malvern shed. C.N. Clemens.
See R.C. Riley
LNER coach cascading. C.S. Carter.
See letter writer's article in No. 13. p. 101. Until 1943 each Area of the LNER had its own numbering system for both pre-grouping and group-built stock and stock transferred between Areas acquired new numbers. After 1943 a common user system was introduced.
Whitacre train at Hampton. John Raybould.
See BRJ Number 6 page 219: extract from Railway & Travel Monthly, 11, 170 confirms location.

George Dow [obituary]. PK. 308.
Includes a bibliography of his works. Some of the material has been used to enrich the Dow page.

Appeals.
Motive power on the LTSR. Charles Phillips. 308.
Asked about trial of K class 4-4-2T in 1925: see letter on page 395 by R.A. Hawkesford; and on tests with MR 0-6-4Ts; Fowler 2-6-4T No. 2328 and possible use of Thomson L1 on LTSR in 1949.

Number 17

The Higham Ferrers Branch. J. Rhodes. 310-19.
In 1881 the populaton of Rushden was 3500 and that of Higham Ferrers was 1500 and was increasing due to the footwear industry. The senior residants wanted a loop line from Wellingborough to Raunds. The LNWR was not interested, but the possibilty that a steam street tramway in Wellingborough might be extended to the two towns aroused the interest of the Midland Railway who obtained an Act on 25 July 1890, although construction did not begin until1 January 1892 and the plan to extend to Raunds was dropped. The line opened for freight on 9 Mrach 1894 and was inspected by Major H.A. Yorke and opened for passenger traffic on 1 May 1894. The population of Rushden grew to over 13,000 by 1911 and both passenger and the mainly light freight associated with the footwaer industry prospered. H.E. Bates was born in Rushden in 1905 and described (uncited) how he travelled by train to school in Kettering and to work for the Northampton Chronicle at Wellingborough. Passenger traffic held up to the 1950s. Bus competition is not really covered. An ACV three-car DMU was tried in 1954. The line closed to passenger traffic on 15 June 1959 and to freight in 1969. Ordnance Survey plans (covering stations) for 1926. Illus.: inaugural train hauled by 0-4-4T 2022 and 0-6-0T No. 12 or 22? at Higham Ferrers; ACV unit at Rushden in July 1954; 0-4-4T 1246 at Higham Ferrers on 10 August 1945 and 4F in goods yard in September 1952. See also letters in Issue 20 (from P. Butler on page 40 and from Derek Chaplin on p. 41 (and additional photo.).

Hitchin -50 years ago and more. J.E. Kite. 320-1.
Photo-feature: LMS (ex-MR) 2-4-0 No. 70 at up platform, having arrived from Bedford in 1928; D3 class Ivatt 4-4-0 No. 4078 (green) having arrived tender-first from Royston; D2 4-4-0 No. 4361 on shed in 1936; C1 No. 3290 on up sem-fast; reserved Stirling 4-2-2 on 29 June 1938.

Wantage Road before quadrupling . Nicholas de Courtais and Paul Karau. 322-6.
Wantage Road opened in 1846. A report by Col. Rich dated 20 June 1888 made observations abot the facilities and noted that the majority of the passengers arrived via the Wantage Tramway. The Treasury loan scheme of 1929 enabled the line from Wantage Road to Challow to be quadrupled by 1932, the work being authorised on 29 May 1930. Illus. include one of station shortly after conversion from broad gauge in 1892, plus further probably from 1900s.

Surplus to requirements. Mike Lloyd. 327-31.
Five powerful 0-6-0Ts were ordered by the Metropolitan Railway in 1868 to work the unbuilt Hampstead Extension of the St. John's Wood Railway. They were designed by R.H. Burnett and supplied by the Worcester Engine Co. Four were sold to the Taff Vale Railway in 1873/4, and the remaining locomotive went to the Sirhowy Railway in 1873, became part of the LNWR fleet, but was sold to the Alexandra Docks and Railway in 1879 where it was rebuilt several times and finally became an 0-6-2T in 1921, becoming GWR No. 663 before being withdrawn in 1926. The TVR locomotives were rebuilt with smaller cyclinders between 1881 and 1885. Cites Ahrons Locomotive and train working and RCTS Locomotives of the Great Western Railway. Part 10. Illus. Number 91 (photograph) and drawing by Trefor Jones.

850 class 0-6-0ST at Melcombe Regis station, Weymouth, on Portland train in 1909. 330-1.
Two-page spread: see also letter from J.F. Burrell (Issue 24 page 219) stating that awning was similar to that used by GWR in South Wales in 1880s/90s..

Operating the Glasson Dock Branch. Mike Christensen. 332-6.
Outlines the original signalling; that following the economies introduced following the cessation of passenger services on 7 July 1930, and the additional facilities (including crossovers at Lancaster) to handle the increased traffic during WW2. See also feature by Stanley C. Jenkins in Number 16 page 267. Illus.: aerial photograph of Glasson Dock (Aerofilms undated); LMS (former LNWR 2-4-2T) No. 6620 hauling freight through Lancaster Castle station.

GWR timber framed goods brake vans. John Lewis. 337-43
There were two series of timber-framed brake vans for standard gauge lines: an 1871 series which lasted in service until 1911 and an 1874 design. The earlier vehicles had timber subframes, but later ones had irm subframes. One vehicle mouldered on the KESR long after the demise of the remainder. Drawing: plan, side and rear elevations. See also letter from David L.F. Gilbert in Issue 27 p. 349 which led to further correspondence: Gilbert mentioned two such vans located at Wolverhampton end of Birmingham Snow Hill Station during 1927-1930. One was located on the sector plate. See especially contribution by S.C. Bromhall (Issue 28) p. 395 for observations on specific illustrations in this article. R.G. Simmonds (page 395) notes sales of timer-framed brake vans to South Wales Mineral Railway and to Burry Port & Gwendraeth Valley Railway (latter returned to GWR ownership)...

'Argus' revealed. E. Talbot. 344-5.
Argus was the pen-name of of Webb's critics (one letter from him is quoted in this article) which reveals that Argus was a LNWR shareholder, William H. Moss, who considered that tthe LNWR could have been operated more economicslly. Webb showed that he had a sharp sense of humour when he named Dreadnought 2-2-2-2 No. 2056 Argus in December 1885, See also letter in Issue 17 by P. Bishop and in Issue 20 from J. Armstrong and M.R. Romans. The correspondents are mainly concerned in comparing costs on the LNWR with those on other railways.

Aylesbury to Verney Junction in the 1890s. Alan A. Jackson. 346-8.
The Metropolitan Railway purchased the Aylesbury & Buckingham Railway and this was vested from 30 June 1891. At first the line continued to be worked by the GWR, but the GWR withdrew from the arrangement from 31 March 1894. The Metropolitan Railway was forced to hire two 2-4-2Ts with their footplate crews at a cost £2.50 per day including the men's wages. J. Clayton, Locomotive Inspector of the Metropolitan reported on the condition of the line which caused problems for the relatively rigid LNWR locomotives. The Metropolitan ordered two 2-4-0Ts (Nos. 71/2) from Sharp Stewart on 31 January 1895.

Comberow Incline. 348
This 1100 yard long 1 in 4 incline was built by the West Somerset Mineral Railway. See also further illustration (pages 43 and ) and letter by Roger Carpenter on page 44 of Issue 20..

Correspondence 350
Wantage Road Goods Shed. D. Castle.
Also illustration taken by writer in 1962. As an earlier description of the ticket window in this building was taken by Mr. Romans to mean a more modern one, a detailed account was provided. The existence of the window was first brought to writer's attention in 1959, when shown the cavity by the goods checker, who had started service in 1919 at Wantage Road. The goods deck side had been bricked in and access from the office side was by the removal of a wooden shutter. This revealed a hole through the wall at 1 ft wide x 2 ft high with a wooden surround. The fact that this was the original booking point could be traced back to 1876, the year that a long departed colleague of the checker started work also at this station. A new and much larger goods office was built c.1910 at the eastern end of the shed. filling in the other large arch similar to the one shown in the print. This building was demolished in 1966, no trace remains.
Wantage Road Goods Shed. M.R. Romans.
See above. The arrangement of the window at Wantage Road, as described above, is very similar to those found elsewhere. The layout of the office in relation to the shed area is typical of GWR practice and goods sheds of a similar arrangement existed, for example, at Challow and Henley-on- Thames. The principal difference between buildings of the early pattern, size apart, was the layout of arches for road cartage access and the internal arrangement of the deck area. The writer possessed a poor picture of the interior of Challow shed which distinctly shows daylight shining through the hatch opening in a similar position to that at Wantage Road. An official drawing of Redruth shed in Adrian Vaughan's GW Architecture (p. 353) clearly shows the hatch in both plan and elevation. In this particular case the hatch is shown as 2 ft wide and a small ledge/counter, for use by the clerk, is clearly shown on the 'office side' of the opening. Hatches of this type were a common feature of GW goods sheds and their existence was not, of itself, any indication that they were ever used to book passengers. I am not aware if a further hatch was provided in the office extension at the east end of the building as I did not know it intimately. It is nice to see Mr. Castle's photo of the shed; regrettably the only view I have of it is on a distant shot, as a background to a photo of the down home signals, and even then it is partially obscured by the youthful head of Mr. Editor Karau leaning out of another window of the train from which the picture was taken.

From further research it appears fairly certain that there was never any need for passengers to be booked at the goods shed at Wantage Road as its opening for business in 1846 was contemporary to that of the station. From information presently available,it appears that the road overbridge (replacing a level crossing) was provided at the same time as or before the station. When the station opened, passenger entry was effected at road level through a booking hall and passengers then made their way down to platform level, on the down side, via an internal staircase inside a 'typically Brunellian Italianate tower'. This 'tower' also incorporated a staff residence and the living room of that was, like the booking office, at road entry level.
More on liveries. David Jenkinson.
The main content of this letter is reproduced on the Riddles page: notably Riddles' views on black locomotive livery together with a note that Jenkinson has taped interviews of conversations with Riddles. In the case of names see also letter from Roy Bell on page 395. There is also a note on Jenkinson's own preference for red. Further musings by DJ on this topic in Issue 20 page 39
More on liveries. T.W. Wykes. 351
See article by Essery in Number 15 on Midland finish. Writer notes that Ahron's Locomotive and train working in the latter part of the nineteenth century states that the 2183 to 2202 class of 4-4-0s probably shared the smokebox design of the Johnson singles and had lagged smokeboxes which would be immune from scorching. Writer queries David Jenkinson's assertion that the GWR and BR locomotive greens were identical.
The LNER railcars in Scotland. K. Hoole.
See feature in Number 16 page 275: Sentinel Waggon not Wagon, although error is perpetuated on LNER Carriage Diagrams. Most of the bodies were built at Nottingham not Sheffield, although final North Eastern Area cars were constructed in Birmingham. The first 6-cylinder car 2133 Nettle was taken into LNER stock on 5 May 1928. The reason for the rearrangement of doors was to simplify the work for porters as guards were not carried. Modification to toplight windows. Nettle was transferred to Southern Scottish Area on 30 June 1928 not December. Red & cream livery was introduced with Tally-Ho in January 1928. The green & cream livery was introduced with Nettle and from 30 May 1930 this became the standard livery for all cars. The Clayton built trailers could accommodate twelve standing passengers. The fomer NER shed at Carlisle London Road was transferred to the Scottish Southern Area on 1 June 1925. The Scottish Area cars also hauled trailers and two were fitted with coupling rods. C.S. Carter and A.A. MacLean responded to this letter in Issue 20 p. 21.
A contractors query. Peter Truman.
See Number 14 page 218 (feature beginning page 216). The contractors, Lucas & Aird bought a large number of locomotives from Manning Wardle & Co with the class K 0-6-0ST predominating, plus some 0-4-0STs. All the 0-6-0STs had inside cylinders, all the 0-4-0STs had outside cylinders.
Patterson Rutherford Collection. Brian J. Miller.
See letter by Brian Hart in Number 13: not all the collection went to the NRM: at the time the writer held the South Wales section. The photographs were taken by E.T. Miller of the Railway Club.
Fittleworth and BRJ No. 13 centre spread. N.R. Holliday.
See Number 14: Fittleworth was planned in 1888, seven years after the opening of the Chichester & Midhurst Railway. The original intermediate stations were designed to accommodate passing loops: Singleton aptly had several; Lavant rapidly had one added, but Cocking never received a loop. Some of the eccentricities of Fittleworth reflect the possible future need for a loop. See also Number 13: the picture also appeared in LNWR miscellany Volume 1 wherein the locomotive is identified as No. 1487. Writer also identifies the ownership of some of the company labelled wagons: including Corrall and Co., and Coggins and Arthur.
McKenzie & Holland disc signals. G.F. Chadwick.
See article by R.D. Foster in Number 9: notes similar signals used by NSR.
LMS 0-4-4Ts and headcodes. Charles Bayes.
See feature on Lemon 0-4-4Ts: notes that the wheelbase of this type was different from MR 0-4-4T type, but was similar to that used by NSR. Also notes letter by Phillips on headcodes used for auto-trains.

The Vale of Rheidol Light Railway: steam breakdown cranes at Aberystwyth. Peter Tatlow.
Presumably C.C. Green's An illustrated history of the Vale of Rheidol Light Railway (Wild Swan, 1986: Ottley 17536): Tatlow was critical of the caption on page 196. The crane illustrated was not from Swindon, but was an ex-LMS 30 ton Cowans Sheldon (Works No. 7523) built in 1943/4. At that time it was based at Shrewsbury. Detailed drawings if this group of cranes appeared in Model Railways, 1972 (October), 797-804.

Book Review. 352
Premier Portfolio No. 5. Crewe Works narrow gauge system. C.S. Taylor. LNWR Society. AG.
"concise, readable history", but notes that booklet fails to record 18 inch gauge.

Number 18 (Autumn 1987)

Copsey, John. Banbury G.W.R. Part 2 — traffic and operation. 355-71+
This was complex as there were through GWR trains from north of Wolverhampton to London via High Wycombe, trains for London, via Oxford, trains for South Wales via Kingham plus traffic off the Great Central (including LNER) for Swindon, via Kingham, and for destinations "South of the Thames. See also Gt Western Rly J. 1987 (3), 90.. See also letter by W.D. Gee in Issue 20 p. 42 concerning LNER motive power for Hull to Banbury fish trains (B7 and B17).
Illus.: p. 354: Bulldog 3417 Lord Mildmay and 7810 Draycott Manor of Newcastle to Swansea express on 22 July 1939; p. 355 Saint 2905 Lady Macbeth with Shrewsbury to Paddington parcels train c1929; p. 356 early engraving of both GWR (foreground) and LNWR stations with 2-2-2 leaving former;  p. 358 (poor quality repro) Queen class 2-2-2 leaving Banbury on down fast c1895; p. 360 initial working to Princes Risborough on 1 July 1910 (class 517 on auto train); p. 363 5701 on transfer freight on 7 September 1929;  p. 365 6005 King George II passes near Banbury with Paddington to Birkenhead train in May 1930: letter in Issue 20 p. 42 from C. Bertram Mullinger suggests later date.

Lost Ropley. Gerry Beale. 373.
Opened 2 October 1865 as intermediate station on Mid Hants Railway; economies made in 1930s; closure under British Railways, but now part of "preserved railway". Illus.: 700 class 30350 on freight on 2 June 1956 (J.H. Aston) and T1 No. 8 on three-coach passenger train in immediate post-WW2 period (concrete sleepers for bullhead rails waiting installation). Topiary perhaps indicates immediate pre-WW2 date.

Westerham station, engine shed and goods shed. (illus.). Brian Hart. 374-5.
See letter in Number 5: train of assorted six-wheelers(?) with tank engine and tender locomotive in shed

A Cambrian Journey in 1931. V.R. Webster. 376-82.
An early shed basher: Oswestry 26 July when Tanat Valley No. 1197 "valianty pulled out" five locomotives for photography (not reproduced herein) (illus. shows shed on 6 August 1937 with 1197, 1196 and CR 4-4-0 No. 1043). Further installment of this "Cambrian" journey in No. 29 page 421.

The 'Colliers' of the S & M. Roger Carpenter. 382
See also letter in Issue 24 (p. 219) from C.R. Lester who actually used the passenger service prior to its cessation in November 1933. He quotes from the Railway News (full citation lacking, but in 1860s) on what happened to one of the bailiffs sent in after the firm became bankrupt for the first time. Bailiffs were required to travel on the limited number of trains and one found that his coach had been detached at Kinnerley and he had to make the return journey to Shrewsbury on foot. See also letter by Brian Davis in Issue 20 page 42 which describes how writer saw Nos. 8108, 8182 and 8236 being hauled dead through Oxford in August 1950 and on 20 August at Swindon waiting to be cut up.

The 'Jinty' that got away. John Dore-Dennis. 389
Accident near Radstock on 29 July 1936 when 0-6-0T No. 7620 was involved in a runaway incident at Braysdown Colliery which also involved SDJR 2-8-0 No. 13803 on a freight and inept behaviou by inexperienced footplate crews. The running away locomotive with its wagons having damaged Midford signal box eventually derailed just outside Bath station. The locomotive was unmanned. Lt. Col. E. Woodhouse conducted the inquiry which found that errors had been made by the signalman at Breysdown in accepting the freight, by driver Brewer on the 2-8-0 for not observing the signals and for failing to stay on his locomotive and for driver Rawlings for failing to observe that there was nobody on the shunting engine.

Book Review. 395
Past aspects — a miscellany of railway signalling. C.A. King. Exeter West Group. RDF.
Well received.

Correspondence. 395-6.
Argus. P.W.J. Bishop.
See BRJ 17: page 344: see also letters in Issue 20 from J. Armstrong and M.R. Romans.
GWR timber-framed goods brake vans. R.G. Simmonds.
See BRJ 17 page 337: sales of timer-framed brake vans to South Wales Mineral Railway and to Burry Port & Gwendraeth Valley Railway (latter returned to GWR ownership)
Naming of 'Britannias'. Roy Bell.
See letter from David Jenkinson in BRJ 17: cites Eric Treacy's Steam up as source of Britannia names and also suggests that Treacy reflecting upon Neville Cardus may have been source of Peak names for diesel classes 44/45.
Coach lighting and LTSR trials. R.A. Hawkesford.
See BRJ 16: page 300: concerning direct switch from oil to electric lighting on NSR: see Christiansen and Miller The North Staffordshire Railway. also answer to appeal from Charles Phillips (page 308) concerning trial of K class 4-4-2T on LTSR in 1925: see Ken Hopkins' North Staffordshire locomotives: trials curtailed due to clearance problems...
Alston. J.B. Dawson.
See BRJ 13 page 134: on snow plough to Alston and the rarity of the GCR open dropside wagon being on branch prior to WW1

Appeals 396

Lemon (captioned Stanier) 0-4-4T No. 6409 at Watford Junction. G.D. Hookham.
Perhaps somebody thought that Stanier had brought a 48XX anachronism in his luggage.

Number 19 (Christmas 1987)

Editorial. Paul Karau and Gerry Beale. 397.
Noted that George Dow had compiled first index, and that Andrew Dow was to take over this task.

Smith, William H. The Coalport branch. 398-415; 436-40.
Opened by LNWR on 10 June 1861. Illus.: 0-6-2T Coal tank No. 7755 on two coach train at Coalport in 1948 (W.A. Camwell); Oakengates in 1930s showing goods yard with Super D 0-8-0 and other locomotive  (many of sidings overgrown) (C.L. Mowat); also passenger station at same time with level crossing gates closed; a motor lorry at Madeley Market in 1917 with staff in flat caps; Malins Lee station in 1932 and in 1954 after closure (deriliction is similar in both); gradient profile (you need strong legs on a mountain bike); Dawley & Stirchley in 1932; Madeley Market station after singling and in 1932; down (downhill) goods nearing Coalport on 14 April 1955 (J. Pritchett); following are of Coalport: coal tank on passenger train and wshing on line on 19 July 1941 (R.E. Tustin); view across Severn to goods yard with Coal engine and freight; Coalport Bridge (early cast iron road); branch passenger train and two locomotives; station garden, view in 1932; LNWR 2-4-2T No. 6757 on branch passenger train in 1948 (W.A. Camwell); camping coach entitled caravan coach; coal tank No. 58926 on 31 October 1950; on 19 March 1955; Fowler 2-6-2T No. 40058 at Dawley & Stirchley on last day of passenger services (31 May 1952); G2 0-8-0 No. 49276 at Stirchley in August 1954.See also letter in Issue 20 (p. 38) from J.H. Smout concerning motive power and engine crews post 1945, and especially following transfer to Western Region.

Hart, Brian. Smeeth: a South Eastern wayside [station]. 416-27.
East of Ashford: station opened in October 1852. Closed 3 January 1954: rich collection of photographs, some from Edwardian and SECR days; wonderful centre spread (418-19) showing station entrance, freight being unloaded onto horse-drawn vehicle in yard, station master and train steaming into view; B1 class No. 1451 on down express in September 1937 (R.F. Roberts); F. Wynder, S. Dryland, L. Wratten and C. Sharp of platelaying gang c1938; No. 763 Sir Bors de Ganis on down Pullman express in 1930s; H class No. 1521 with train for Maidstone East in September 1939; Station Master N.R. Willes, signalman F. Shrimpton; views with snow in December 1939. See also letter from R.A. Gillam in Issue 20 page 39 on working model watermill which used to decorate station...

Essery, R.J. and Toms, G. The Midland 'big goods' and LMS standard class 4Fs. 428-35.
Design originated with two experimental 0-6-0s with "larger" boilers in 1911: Nos. 3835 and 3836 The former was fitted with a Schmidt type of superheater, and the latter with a Swindon doublepass superheater. The two were tested against Class 3 saturated 0-6-0s between Toton and Brent between 24 June and 2 August 1912. No. 3835 was declared the winner and building of the Fowler masterpiece did not terminate until 1941. The authors note the faults in the ashpans and in the bearings, but they were considered to steam well. Tender varieties are considered. Illus.: No. 3835 in MR livery; No. 4130 with tail rod housings and in pre-1928 LMS livery probably at former LNWR location; "Stanier" No. 4578 with early "Stanier" tender; N0. 4040 newly built at Derby in 1936 with tall "Stanier" chimney and second-hand MR tender; 4562 with tall Stanier chimney and flat coupling rods on Derby shed on 7 November 1937; No. 3893 with tender cab (tender MR pattern) at Shipton on 14 August 1939; No. 4557 (ex-SDJR No. 57) with tail rods, capuchon on chimney and MR tender passing Upwey Wishing Well Halt having brought SDJR excursion into Weymouth; 4340 at Stockport in 1947; M4539 at Derby in June 1949; 43849 (MR tender lettered BRITISH RAILWAYS and short "Stanier" chimney; 43856 with BR chimney and low dome at Gorton on 9 July 1964; 44244 with diagonal stripe on cabside at Coalville depot on 15 September 1964. See Issue 20 page 39 for letters by R.J. Essey noting that national treasure No. 4027 had been desecrated at Butterley by being painted in British Railways livery; and from J.W. Sparrowe that the bad engine design inherent in the 4Fs also extended to the Standard 7F class 0-8-0 and to the Beyer Garratts where the boiler rested upon two 4F chasses..

British Railway Journal Special GWR Edition

Karau, Paul, Clark, Mike and Wells, Matthew. The Great Western Railway at Maidenhead. 3-19.

Kite, J.E. The Great Bear. 20-3. 8 illus.
Includes illus. of boiler on Swindon dump in 1924 and the bogie tender coupled to No. 2916 Saint Benedict. Only two illus. are from pre-WW1 period. See also apology from author in Number 20 page 42 for incorrectly attributing picture on page 21 incorrectly: taken by V.R. Webster not as stated by W. Beckerlegge..

Wiles, Andrew. The 'Iron Duke' class and its ancestry. 24-45.
Also includes the Rover class: plan and side elevation; cross sections on pp. 29-32. Other illus.: 2-2-2 Great Western (drawing side el.); photographs: Hirondelle; Great Western (with additional leading axle); Lord of the Isles as decorated for visit of Shah of Persia and as running in 1879 and 1884. Great Britain; Lightning at Newton on 17 July 1889. Drawing of chimneys; drawing of Twining. Photographs of Bulkeley and Great Western; Prometheus at Newton on 23 July 1888; Great Western and Swallow at Didcot c1890; Iron Duke as rebuilt as member of Rover class;cab of Amazon; Emperor at Newton on 17 July 1889. See also letter from D.N. Beach in Issue No. 12 page 132. and from David Hyde on pp. 172-3.

Mountford, Eric R. G.W.R. standard locomotive boilers. 46-51.
Including as fitted to South Wales and MSWJ locomotives.

Rowland, Don. The last outpost: the Great Western at Crewe. 52-6.

Tipper, D.A. 'Metro' tank controls. 57-9.
See also letter from J. Hancock on page 42. the condensing version of Metro tanks was fitted with two crosshead driven pumps for water feed, and the operation of by-pass valves. The tanks had false sides presumably to protect the paintwork. The locomotives were not fitted with a vacuum pump. The locomotives were fitted with trip cock control gear and enginemen called them Great Wets.

Froud, Don. A G.W.R. signalwoman. 60-3.
At Pensford between 1942 and 1948. Includes reproduction of letter dated 11 November 1948 which terminated her employment.

Fenton, Mike. The Brimscombe bankers. 64-83.
Includes a list of locomotives allocated to Brimscombe from 1901 to 1921. Bankers were coupled in front on passenger trains. Drawings (s. els.) Plato (0-6-0ST) 1852; Pyracmon (0-6-0ST). of 1847. Photographs: No. 3186 (3150 class) c1915 and No. 2768 c1900.

British Railway Journal Special GWR Edition No. 2
(continuous pagination from No. 1)

Karau, Paul and Clark, Mike. The G.W.R. at Goring. 86-111.

Jenkins, Stanley C. Ireland and the Great Western Railway. 112-20.
Mainly Fishguard. List of vessels associated with Irish traffic.

Malan, A.H. A look round Swindon Works. 121-4; 128-9.
Reprinted from English Illustrated Magazine, 1891.

Bone, Graham. A rare drawing discovered. 125-7.
517 class 0-4-2T: side, front & rear elevations.

Froud, John. Box station. 130-49.
Banking engines: 2-4-0 Leo; 2-4-0T Sagittarius; 0-6-0 Avalanche; 0-6-0T Plato.  See also letter on page 172 from Richard Kelham on Bath stone companies and their rolling stock..

Jones, Charles. Slough. 150-1. 2 illus.
Northern Zulu passing in April 1892; Eupatoria entering bstation bwith down passenger train, c1890.

Waite, Colin. Three West Country scenes. 152-4.
Durston staation c1865 (note three way turnout); Dawlish station viewed from cliff with freight train in 1880s; Rover 4-2-2 Dragon at Newton Abbot.

Copsey, John. G.W.R. passenger train identification. 155-62.
List of train reporting numbers. Illus.: U class N0. 1633 with Southern Railway manufactured reporting number 785 at Reading West in 1935. See also letter on page 172 from J.F. Burrell concerning the 13.50 Burnham to Paddington and on 11.05 St. Erth to York with TC for Aberdeen?.

Copeland, L.E. and Christensen, Mike. AEC railcar No. 2 on trial. 163-7. 9 illus.
At Gloucester on 3 July 1934.

Castle passing The Carpenters Arms in the Vale of White Horse. Roye Enngland (phot.). 168.
Atmospheric photograph.

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2014-02-11