British Railway Journal Volume 4

Issue numbers

30 31 32 33 34 35 36 37 38 39

Number 30 (Winter 1990)

The Leadhills and Wanlockhead Light Railway. Alan Earnshaw. 2-16.
The agents of the Dukes of Buccleuch were interested in improving the transport of lead ore from the mines either to the GSWR near Sanquhar or to the CR at Elvanfoot. The former would have been extremely difficult due to the tortuous Mennock Pass. The Light Railway Act of 1896 was the driving force, and following a public enquiry on 14 April 1897 a Light Railway Order was granted to the CR on 5 August 1898. The line was constructed by Robert McAlpine and included two notable works in mass concrete (both of which are extant): a bridge over the Elvan Water and the Rispling Cleugh viaduct which was faced to meet the approval of the Duke. Charles Forman was the Engineer to the line. The construction locomotive was a Hudswell Clarke 0-4-0ST (522). The line was inspected by Major Cruitt. The line opened to Leadhills on 1 October 1901 and to Wanlockhead on 1 October 1902. The line was operated by telephone and staff. There were stations at Wanlockhead and at Leadhills. Motive power was normally CR 0-4-4Ts (171; 177 and LMS 15161; 15217 and 15238). Iin the mid-1930s an L&YR railcar (10608) was tried on the line, but thre folding steps were designe for low platforms and were usuitable for the platformless conditions on  the Wanlockhead branch. A Garstang & Knott End coach No. 5) was brought to the branch and its bogie design was appreciated, although the wooden lathed seating in third class (text states "second class!") was the cause for comment. The LMS had acquired Sentinel railcars for use in Scotland and Nos.22910 and 22913 (the latter geared) were evaluated, but were rough riding and had difficulties with the gradient (1 in 50 ruling). It seems thgat excursions were run off the branch to  Moffat and that the railcars were used on some of these.There was also an annual excursion to Ayr when the lead mines were closed. The line closed to all traffic on 31 December 1938: the lead traffic was sufficiently large to have saved the line if it had lasted into WW2. Illus.: (in many of which the exact motive power cannot be identified): 15217 (0-4-4T) with unique passenger saloon on mixed train; CR 172 (0-4-4T) at Wanlockhead station; 15217 on last train (31 December 1938); Sentinel railcar 29910 at Leadhills on 19 June 1936. See Issue 39 p. 440 for letter from Iain Frew on Glengonnar Tramway which intersected the Light Railway.

All stations to Bath via Mangotsfield. Neil Burgess. 17-21.
The rolling stock and motive power used on stopping trains between Bristol and Bath Green Park betwwen Nationalization and 1966 using secondary sources (over 25 are cited in adequate depth). Motive power, provided by Gren Park and Barrow Road) gradually changed from Johnson 1P 0-4-4Ts and the "Lemon" 0-4-4Ts through Stanier 3P 2-6-2Ts to the Ivatt class 2 2-6-2Ts, to Western Region 4575 class and 36XX class locomotive and class 3 82XXX 2-6-2Ts. Addeda page 308. Further information from Charles Bayes (BRJ 39 p. 440).

More from the Mowat Collection [Norwich Thorpe]. 22.
Illus.: atmospheric view taken 11 March 1948: shows starter signals, signal box & engine shed.

More about the Aylesbury branch. Richard Foster and Reg Instone. 23-32.
Claimant to be one of first branch lines as opened off London & Biormingham Railway in 1839. Signalling of the single track LNWR branch; mixed trains, timetables. Illus.:18in 0-6-2T No. 6900 at Aylesbury High Street; Marson Gate on 5 September 1959; Cheddington branch platform on 27 July 1958; Mentmore Crossing on same day; Marston Gate station on 31 August 1958; Broughton Crossing on 2 August 1958; Aylesbury signal box on 4 April 1958.

Arman, Brian. The 'Krugers'. 33-40.
These were strange looking locomotives: the first (No. 2601) was a 4-6-0; the second (No. 2602) looked as if it had been intended to be a 4-6-0 but was a 2-6-0; the remaining locomotives were all 2-6-0s. The first had Ramsbottom saety valves; the fisr two had sand boxes placed on top of the front barrel of the boiler. All had Belpaire fireboxes with a large combustion chamber. Initially the boiler of No. 2601 was pressed to 200 psi, but gradually boiler pressures were lowered. The initial locomotive was subjected to haulage tests on the difficult route from Gloucester to Swindon over Brimscombe Bank. The class was rebuilt or renewed as Aberdare 2-6-0s.

Book Reviews. 41.
The Aylesbury Railway. Bill Simpson. Oxford Publishing Co. RDF
See letter by Geoff Williams (BRJ 39 page 440) for dimensions of Aylesbury engine shed.
Lesser railways of Bowland Forest and Craven country. Harold D. Bowtell. Plateway. AG.
Railways constructed to assist in the construction of dams and reservoirs.
The Calshot and Fawley narrow gauge railways. Frederick W. Cooper. Plateway. AG.

Correspondence. 42
SDJR Wells branch. C.J.L. Osment
See article in Number 29 page 398 et seq critical of caption to train leaving Wells on 11 April 1914 (it was probably shunting its stock) and comment on the signal box and track layout.
L&Y 0-6-0 No. 12140. J.F. Burrell
See article in Number 29 page 398 et seq refers to LYR 0-6-0 No. 12140 on Wells shed (it was allocated to Highbridge at that time) and questions why the branch did not close earlier
Cardiff Railway 0-6-2 tank No. 154. Cyril Golding.
See Ray Webster's article (No. 29) page 421: letter writer notes that No. 154 became NCB No. 27 at Seaton Delaval and is shown out-of-service in 1960. (illus.)
Pwllyrhebog Incline. J.D. Rhodes.
See Ray Webster's article (No. 29) page 421: further information about the incline and slightly easier route provided by former GWR route via Penygraig to Cambrian Colliery at Clydach Vale (where he had personal memories of sounds of slipping locomotives climbing the incline).

See Ray Webster's article (No. 29) page 421:(Oystermouth Railway opened 1807 not 1897 and corrected information about railmotor for Caerphilly powered by M class and alongside train for Cardiff powered by A class);
Garden railway mystery. R.W. Woodman.
See letter from D.W.J. Brough on page 438 of Number 29: railway of 10¼ gauge was owned by J.A. Holder of Broome near Stourbridge. Mr Grimshaw, his engineer, is at rear. The boy in the tender was Terry Holder who became Managing Director of the Dart Valley Railway in the 1970s. Further information History of Model & Miniature Railways page 486 (not in Ottley: is it a part-work).
Garden railway mystery. J.R. Bradley.
See letter on page 438 of Number 29: as previous including citation to Number 25 of History of Model & Miniature Railways, but adds that locomotive from late 1960s onwards ran at Queen Mary's Hospital for Children in Carshalton until late 1981 when moved to sem-private line in Surrey.
Alexandra Docks & Railway. Russell Wear
See correspondence in Number 29: ADR No. 29 from D.G. Coakham, according to Barclay records livery was 'as North Eastern'. Notes despatch dates.
HMS Terror. Harry Jack.
Refers to letter by Boyes in Number 29 page 438 and to earlier letter by Jack in Number 27 page 345. Only very circumstantial evidence to link London & Birmingham Railway 2-2-0 No. 27 to engine used in HMS Terror: more likely to have been a Stephenson 0-4-0 ballast engine.
Crystal Palace (High Level) branch. J.W. Sparrowe.
See Number 28 page 354: small coal depot at Honor Oak station; unusual signalling; storage of SECR railmotors i.e. steam railcars; electrification and original A class 0-4-4Ts
Crystal Palace (High Level) branch. R.C. Riley.
See Number 28 page 354: first illustration attributed to R.C. Riley was of a contemporary watercolour held by the Wodehouse Library at Dulwich College..
10000 and 10001 LMS diesel twins. R.L. Dean.
See Number 27 page 310: model (illustrated) of No. 10000 built by Bonds of Euston Road and used on British Railways model railway layout..
LNER camping coaches. C.S. Carter and A.A. MacLean.
See Number 23 page 159 et seq: additional information from John Dawosn (locations of vehicles in North Eastern Area, notably vehicles at Sandsend and Robin Hood's Bay), from Bill bedford concernin origin of camping coach No. 118 (Gorton 1898) and from Richard Casserley who stated that the 1934 LNER Camping Holidays booklet claimed that it was possible for a vehicle to be moved to another station during a holiday.
The Shropshire & Mongomeryshire Railway. Geoff Bannister.
See Number 23 page 134 et seq: 0-6-0 Hesperus at Abbey station on daily goods in late 1930s and traffic return for 20 February 1939..

Number 31

The Corringham Light Railway. Charles Phillips. 47-62.
The Corringham Light Railway was incorporated on 10 July 1899 and opened to freight on 1 January and passenger on 22 June 1901. The main function was to serve the explosives factory at Kynochtown. The railway was eventually transferred to the Mobil Oil Company. Locomotives included Kynite (Kerr Stuart 0-4-2T 692/1901) at Kynochtown on 16 June 1909; Cordite (Kitson 0-4-0WT T260/1893) pre-WW1; Avonside 0-6-0ST (1771/1917 or 1672/1914). Many illustrations. Very extensive correspondence published in BRJ 42 page 128 et seq, beginning with addenda by Author: Essex County Council promoted a light railway from Rainham to Stanford-le-Hope in 1919 but this failed to reach fruition; the coaches were unlit and male and female passengers were segregated after dark; the original Act stipulated either steam or electric traction and diesel traction required specific authorization.

A synopsis of the laws covering railways. Keith Fenwick. 63-5; 68.
A survey of Public General Acts as they applied to railways: their duties as Common Carriers; the Railway Regulation Acts of 1840, 1842 and 1846, the Railway and Canal Commissioners, the conveyance of Mails, special legislation for Ireland and Scotland. Bibliography.

Bournemouth Central with steam railmotor (Railcar) No. 3. 64-6.
c1909: caption notes that the railcars operated between Poole or Bournemouth West and New Milton or Ringwood via Hurn and that a halt was opened bewteen West and Central stations at Meyrick Park. The railcars were introduced to compete with electric tramcars and were eventually displaced by push & services operated by O2 class tank engines.

The Swanage branch. Gerry Beale and Ron Hersey (phot.). 69-79.
Photographic survey: undated but mainly during M7 30105 and carmine & cream period of BR.

Correspondence. 79.
North London Railway Society. C. Mansell.
Formation of
GWR loco painting. Robert Evans.
See letter by Hancock in Number 28 and GWR paint specification in Number 25 page 255 on paint colour for rear of cabs, also The Great Western Way by J.N. Slinn.
GWR loco painting. R.C. Ormiston-Chant.
See letter from Hancock in Number 28 for colour of inside of coal space was painted black but rear spectacle plate might also be black on some locomotives. See also letter by Pat English on Falmouth "branch": it was a mainline. Also notes that writer's great grandfather was an assistant to Brunel on the Wye bridge at Chepstow on the South Wales Railway and Brunel's views on station overall roofs serving as carriage sheds
Stanier class 8F 2-8-0. R.A. Fox.
See letter by C.B. Golding in Number 25: 8F 8424 was a GWR/WR locomotive fitted with GWR-type vcuum brake apparatus and other GWR fittings, such as AWS. Letter contains incorrect reference to "Hood" AWS system - the Hudd system.

The St. Albans (Abbey) Branch: a postscript. M. Christensen. 81-8.
Original article appeared in Number 21. Notes dangers of using maps, even Ordnance Survey maps, as source of information. The methods of signalling employed and date when crossing loop at Bricket Wood was taken out of use; stations at Park Street, station at Bricket Wood, connection to the Midland Railway (built to passnger standards with substantial bridge over River Ver, fairgrounds and miniature railways at Bricket Wood. Primary sources (PRO files noted) plus secondary sources. Illus.:  former LNWR 2-4-2T No. 6725 at Watford Junction on 9 September 1946 (H.C. Casserley); Park Street & Frogmore in mid-1950s; Bricket Wood 1903/4 and earlier; Flooks & Smithies Miniature Railway in 1904 (with Fred Smithies at controls of 0-4-4T Nipper; George Flooks on miniature 4-4-2 Togo (12 inch gauge); Bricket Wood with loop and with large party; St Albans Abbey station with LNER stock on 22 May 1948 and LMS push & pull train. See also Issue 42 p. 132 for letters from B.L. Wilson on Emergency Control Unit and the connection to the Midland Railway and from Paul G. Gilson about staffing of Bricket Wood station..

Number 32 (Summer 1990)

Editorial. Paul Karau and Gerry Beale. 89.
Refers to a collision between an 8F 2-8-0 and a WR Modified Hall at Morris Cowley in early 1960s where a former railwayman referred to the 8F as a "Black eight" a name which the Editors had been coined in the "preservation age". Also introduces via Bob Essery the concept of the "buffer plank" rather than the "buffer beam". The correspondence on terminology begins with a poor letter by D.A. Reynolds on page 261, an excellent crisp contribution which authenticates turnout from Bill Fawcett (page 261), and a letter from A.L. Minter defining turnouts, points and crossing. P Tatlow (page 261) also authenticates the term tunout.  The accident at Cowley involved 6976 Helperley Hall (the best Hall at Banbury) and M.C. Clifton (page 262) names the men involved. The same writer notes that the Swindon-built 8Fs were known as 84xx or '84s'. Buffer planks, beams, bars, etc are hunted like the Snark by B.J. Penney (perhaps the best contribution), Mike Barnsley, P. Tatlow and M.C. Clifton. Not surprisingly Bob Essery had never heard of a black 8.

Craven Arms & Stokesay Station. W.H. Smith. 90-107.
The Shrewsbury & Hereford Rialwy was authorized by an Act of 3 August 1856. The station was opened on 20 April 1852 and for freight on 30 July 1852. The Knighton Railway was still incomplete on 21 May 1858, but a junction at Craven Arms existed in 1860. The line was doubled to Shrewsbury in 1862. The Central Wales Extension Railway came into being on 3 July 1860 and opened to Knighton on 6 March 1861. From 1 July 1862 its joint owners were the LNWR, GWR and WMR. The railway encouraged growth in the area: a livestock market was opened. The Bishops Castle Railway crawled into being in 1866, and in 1867 the Wenlock Railway provided access to Wellington. The opening of the Severn Tunnel increased the importance of the route. An engine shed was erected and this was followed by a LNWR carriage shed in 1907. Illus.: Dean Goods No. 453; map; LNWR 2-4-0 c1876; plan c1888; Atbara 3403 Hobart on express, c1900 (G.M. Perkins); two GWR steam railcars with auto trailer for experiment on Much Wenlock branch c1905 (G.M. Perkins); BCR No. 1in bay platform in 1930s; OS plan; Fowler 2-6-4T 2318 on Swansea to Shrewsbury express on 17 April 1933 (E.A. Morten); engine shed in 1930s, carriage and goods shed in 1930s, aerial view c1950; Stanier 2-6-4T and 4F 4309 on shed c1935; 58213 on shed 20 February 1955; 49064 on fright; 5038 Morlais Castle on Manchester to Swansea express on 21 April 1958. See also letter from David J. Patrick  (BRJ 39 page 440).

Dr T.F. Budden in Cambridge, 1889: steam locomotive studies from the dawn of snapshot photography. John Minnis. 108-9.
Tice Budden acquired a Kodak camera which took 100 2½in diameter circular photographs and was then returned to the company for processing. Four of these early snaps are reproduced and show a Stirling 2-2-2 No. 229 on a service to King's Cross, a LNWR Special DX 0-6-0 No. 1742 on a train for Bletchley. and two GER Sinclair Class Y 2-4-0s Nos. 361 and 372. The short article also notes Budden's contribution to the photography of moving trains and the significance of T.F. Budden and R. Bucknall's Railway Memories (1947): Ottley 7866 which cites the authors in the reverse order and notes that 204 of Budden's photographs were included in the book published by the Authors. A fuirther illustration of GNR 2-4-0 No, 206 probably shows the photographer looking at the locomotive in Cambridge Station (information from Walter Bell of the Locomotive Publishing Co.)

J17 8182 on freight at March on 15 June 1938. Mark Yarwood. 110-111.
See letter from D. Featherstone (Number 35 page 261): additional notes on signalling; train of empties heading to Peterborough East for transfer to LMS. Note of iron minks used for cement traffic.

Corfe Castle. Gerry Beale (notes) and Ron Hersey (photographer). 112-121.

LNER push and pull coaches. Clive S. Carter. 122-30.
Rolling stock converted or built for push & pull operation had been inherited from the NER, GCR and GER. The GCR had built some special purpose vehicles at about the same time as steam railcars were introduced. Push & pull (autocar) working in the North Eastern Area all but ceased by being displaced by Sentinel or Clayton steam railcars, but as these were withdrawn in the late 1930s push & pull services were restored. The GCR had used a mechanical system and this was used on the Wrexham to Seacombe service introduced by the LNER in 1933, but was replaced by the standard LNER vacuum system in 1936/7. The NER had introduced autocar working in 1905/6 using a W. Worsdell patented system, but this was replaced by a vacuum system, and eventually by the standard LNER system. The GER used a compressed air system. The LNER extended this system to services in the Norwich area. The GNR section was very late to use p&p services. The Scottish service was limited to that between Craigendoran and Arrochar.

Webb LNWR Coal engine (0-6-0) No. 920. R.J. Essery (caption). 131.
See letters in Issue 39 page 440 from David J. Patrick and Edward Talbot noting location (Ordsall Lane), and in case of latter information on the derivation of the design from Ramsbottom DX class.

Correspondence.. 132.
Bricket Wood Station. Paul G. Gibson.
Contains an extensive extract from the LNWR Gazette of 1916 (reprinted LNWR Society) written by E. Jelliff who had started work as a porter at Euston in 1865.
Painting of GWR locomotives. John M. Hurley.
See Number 31 for letters by
Corringham engines. R.C. Riley.

Leadhills & Wanlockhead Light Railway. J.F. Burrell.
Writer notes that the first train gave a connection into The Tinto which the letter writer noted "did not convey heavy luggage" and incorrectly implied that this was because "it was well-filled" - it was tightly timed and heavy luggage led to delays.
Beattie's 330 class 0-6-0STs. A.J.W. Wilson.
Notes an error in D.L. Bradley's LSWR locomotives - early engines 1838-53 and the Beattie classes.

Number 33 (1990)

The Portreath branch. Roger S. Carpenter. 135-57.
The branch was opened in 1838 by the Hayle Railway Company and ceased to operate in 1931/2. The line featured a steep engine-worked incline down to the Harbour where there are still extensive remains. Although the harbour's history is covered at length the only mention of the Poldice Tramway (opened in 1809?) is as part of the account of the harbour: substantial remains of this tramway are still evident, including its stone blocks. See letter from Chris Coombes on page 263: severe criticism of the description of winding rope mechanism; questions date of Frith picture (must be earlier than stated; notes that track was laid with inside keys. See congratulatory letter in Issue 39 on p. 439 from Bob Hodson and informative letter from R.A. Cooke. Centre pages show harbour in 1935. Several reproductions from Ordnance Survey plans of 1906. Illus. include the incline, the harbour in 1850 and 1860; 0-6-0ST 1714 probably on Roskear branch; 1799 at Carn Brea; shed at Carn Brea; Illogan Highway in 1904 with electric tramcar; engine house in 1934.

Coal and water at Ferryhill. Arnold Tortorella. 1990, 158-61.
Correspondence involving Reid and Pickersgill in 1914 concerning coaling and watering NBR locomotives at the CR fascilities in Aberdeen.

My early years on the M & GN. Alan M. Wells. 1990, 161-4..
Recocollections of South Lynn where father was a driver within period c1910 to 1920, and when author worked in carriage & wagon department within period which included the General Strike. It was a very colourful scene initially with Midland red, GNR green, GER blue, in addition to M&GNR yellow. The carriage and wagon work involved rerailing vehicles after accidents

Armstrong 0-6-0s. John Copsey. 1990, 165-6..
Four photographs from Roger S. Carpenter collection.

Lancashire and Yorkshire elliptical roof stock. B.C. Lane. 1990, 167-75.
Period 1906-1912.

Number 34 (Christmas 1990)

Roger Carpenter. King's Norton. 179-87.
On the Birmingham & Gloucester Railway, authorised in April 1836, and acquired by Midland Railway in 1845, King's Norton station was opened in May 1849. Maps, plans. Illus.: Class 2 4-4-0 No. 131 on southbound express c1921; Class 3 4-4-0 No. 758 on southbound express in Appril 1913; 4-4-0 No. 513 on northbound express c1924; Kirtley 2-4-0 No. 25 approaching from New Street via Camp Hill on local train in May 1924; page 183 lower 4F No. 4040 with "Saltley" crane (see letter from Pater Tatlow page 307) ; Class 3 4-4-0 No. 751 with southbound stopping passenger oin June 1926. .

C.S. Carter. NER gangwayed coaches. 188-95.
York carriage works had built gangwayed coaches for ECJS services, but it was not until 1905 that such vehicles were constructed for internal services. See also letter by C. Bertram Mullinger in Number 36 (page 307) on relative infrequency of this stock at King's Cross, but frequent at Liverpool Street. The author supplied a very extensive list of corrections in Number 37 page 351, including further information received from John B. Dawson.

Christine I. Heap. The NRM Photograph Collection. 196-203+.
Lists main collections and their then current state.

J.E.C. Martin. Buying wagons for the GCR. .202-3.
The GCR sought ttenders for long wheel-base (11ft 6in) with 21ft body (5 plank) open wagons. R.Y. Pickering was successful. Cites PRO files.

Mike Christensen Staff and token exchangers on the GWR and Western Region. 204-19.
Development of key token exchange apparatus to assist in the manual exchange of such tokens and the adoption of the Whitaker apparatus for the Taunton to Minehead and Barnstaple branches. Amongst fsactors considered was the impossibility of using tablet exchangers on the Gre at Western diesel railcvars. The Whitaker apparatus was found to be unreliable and consideration was given to tokenless block, but the Ministry of Transport did not favour this, and Centralized traffic Control, which was judged to be too expensive. In the lale 1930s the Whitaker apparatus was improved and Taunton 53XX and Bulldog locomotives were equipped with it. The Western Region became responsible for the northern part of the Somerset & Dorset line and experienced problems with setting down the tokens at Midford. The motive power superintendent at Waterloo contacted the Scottish Region to establish if the Manson apparatus was superior, which it was. Southern Region motive power also interested in fitting West Country Pacifics with tablet exchange apparatus. Cites PRO files.

Number 35 (winter 1991)

Editorial. Paul Karau. 221
Conversations with former railway staff: development of technique: Mike Fenton a notable exponent

The West Norfolk branch of the GER. Stanley C. Jenkins. 222-31.
Branch line from Heacham to Wells-next-the-Sea constructed as an extension of the King's Lynn to Hunstanton line, opened on 3 October 1862. Royal patronage at Sandringham assisted in success of line. Major Hare (1811 -99) of Docking was a major supporter of the West Norfolk Junction Railway. Lightly Simpson was the Chairman but was succeeded by Hare. John Sutherland Valentine (1813-98) was the Engineer. The location of the station in Hunstanton precluded northward extension and the line had to begin at Heacham. The Act was obtained 23 June 1864.

C12 67364 at Stamford East on 13.06 to Essendine on 23 February 1957. (R.F. Roberts, phot.). 232.
Slush on platform

Mendelssohn, the Liverpool & Manchester's first passenger? Rhodri Clark. 233-4.
In 1829 Mendelssohn diverted from his schedule to sale on the steam ship Maid of Morven from Fort William to Oban (this vessel journeyed between Glasgow and Inverness via the Caledonian Canal). On 25 August 1829 Mendelssohn travelled through the cable-worked Crown Street and Wapping tunnels of the Liverpool & Manchester Railway before they were opened to fare-paying passengers. Includes an extract from Felix Mendelssohn: a life in letters.

J. [Jim] H. Russell [obituary]. 234.
Died on 21 February 1991. Began work as a lad porter at King's Sutton, GWR, in about 1930. During WW2 he served in the Railway Operating Division of the Royal Engineers. After the War he established Russell Studios, a commercial photographic business. He was a founder member of the Talyllyn Railway Society. He wass the Author of several excellent books based on photographic and other illustrative material.

Gloucester in the snows of 1947. Mike Christensen and Peter Copeland. 235
5 and 6 March. Includes two illustrations of 4915, a steam lance fitted to a member of 2251 class? and auto-coaches covered in snow.

An early view of Torre Station. Peter Kay. 241-3.
Wonderful early photograph (reproduced as centre spread) taken in 1867 with broad gauge 4-4-0T Zebra, station master John Oliver and William Farrant, cartage agent. Letter from Keith M. Beck (p. 350)  on seating at station. Letters in Volume 5 page 220 from C. Bertram Mullinger (concerning the scale of the locomotivves portrayed) and from Stanley C. Jenkins concerning the "Mortimer design". Letter from Peter Kaye to confirm date of building plus a Brunel plan: see Volume 6 page 175.

Sold out of service, MSWJ 2-6-0 No. 14. Peter Lee. 244
No. 14 had been built by Beyer Peacock in 1896 (Works Number 3679). In March 1914 it was sold to John F. Wake, a locomotive dealer. It was sent to the NBR Works at Cowlairs for a new boiler and tender, and then worked at the Ministry of Munitions Crombie Depot in Fife, but was at Gretna by 1919. It was then sold to the Cramlington Coal Co. and numbered No. 15 in their fleet before becoming No. 16 in the Hartley Main Collieries fleet. It was cut up in August 1943. MSWJR No. 16 (Beyer Peacock 3884/1896) became GWR No. 24 and was not withdrawn until July 1930.

'Are these of interest to you?' Mike Fenton. 245-59.
When assembling material for his book The Malmesbury branch (Wild Swan, ) Fenton received more photographic material than he could accommodate: this is some of it, much of which does not relate directly to Malmesbury. Malmesbury station with class 517 on passenger train; Littel Somerford station c1908; Mr & Mrs Edgar Cross at Patney in 1982; Station Master Edgar Cross at Patney & Chirton in mid-1950s; St John Ambulance team from Devizes and Seend with Dr Steel barracks examiner and Edgar Cross, Lad clerk; ambulance certificate; Patney & Chirton station with Devizes train and staff: W. Hill guard, T. Parker, driver, W. Tanner, porter, H. Giles signalman, G. Perry, porter and station master Cross (1952); page 248 (bottom): Challow station in 1925 with station master Gardiner (but see letter from Adrian Vaughan in BRJ 42 page 128 Gardiner was not station master at Challow if date cited is correct as Archibald Claude Drew was in charge at that time), and Harry Strong (the "inspiration for Adrian Vaughan's books"); Sydney Hill, station master with staff at Wylye? in c1914; Station master Albert Ham at Brinkworth on the South Wales Direct line; Bromyard station with train for Leominster (four-wheel coaches); Wootton Bassett station in mixed gauge days; Star 4-6-0 Princess Charlotte near Sparkford on Chanel Islands Boat Express; Percy Wood (eventually last station master at Malmesbury) as station master of Sparkford with staff c1935, and with two permanent way staff Mr Neal and Mr Wake, and again at Sparkford? with group; Mr & Mrs William Hine at Dauntsey Road Crossing on Malmesbury branch c1930; Corston (0-6-0T), contractor's locomotive for South Wales Direct line with William Ponting who lived in the crossing lodge at Kingsmead; Swan Village North Signal Box with William John Reynolds; Marlborough Low Level station  (pictures by, and of, John Barnby), includes one of him as station master thereat; Victor Bull, clerk at Marlborough Low Level, dog at the refreshment room thereat; Channel Islands Boat Train passing Maiden Newton in 1928 (John Barnby); interior of signal box at Maiden Newton in 1928 (John Barnby); GWR streamlined railcar at Yeovil Pen Mill in c1935 (John Barnby), Witney station in winter of 1962 (John Barnby).

Book Reviews. 260
The Holyhead steamers of the LNWR. A.W.H. Pearsall and H.H. Davies. LNWR Society. GB
First author was formerly at National Maritime Museum: 32pp booklet: very well reviewed.
Great Northern locomotive history. Vol. 3A 1896-1911: the Ivatt era. N. Groves. RCTS. GB
Some overlap with RCTS Locomotives of the LNER, but all illustrations show locomotives in GNR livery. Some reservations about paper quality, but "otherwise the book is highly recommended."
The colour of steam. Volume 8. SR branch lines. Roy Hobbs.
The colour of steam. Volume 9. The Great Eastern line. R.C. Riley. Atlantic. GB
This series of publications is irresistable!

Correspondence. 261-4.
Whitemoor Yard, March. D. Featherstone.
See Number 32 pages 110-111: additional notes on signalling; train of empties heading to Peterborough East for transfer to LMS. Note of iron minks used for cement traffic.
Terminology. D.A. Reynolds.
See Editorial Number 32 page 89: very dubious about the use of the term turnout: note very poor editorial decision to place this letter first in view of several more scholarly contributions which follow.
Terminology. Bill Fawcett.
See Editorial Number 32 page 89: possesses a drawing of a NER from December 1910 for a 1 in 8 turnout in the Bishop Auckland area.
Terminology. A.L. Minter.
See Editorial Number 32 page 89: Cole's Permanent way material, maintenance, points and crossings, 10th ed.(by Gordon Hearn, London, 1940) (Ottley 2644) defines: points, crossings, turnouts (where a line turns out from the main direction of the rails)
Terminology. P. Tatlow.
See Editorial Number 32 page 89: early locomotives had buffer "beams" constructed from timber and plank was appropriate terminology; later iron or steel was used and beam is more appropriate. Turnout formed from a pair of switches.
Terminology. R.H. Darlaston.
See Editorial Number 32 page 89: objects to terms Prairie tanks and Toad brake vans (GWR)
Terminology. Raymond Gibson
See Editorial Number 32 page 89: did not like enthusiast terms Jinty and worse still Jub
Terminology. M.C. Clifton
See Editorial Number 32 page 89: whilst on the GWR the Swindon-built 8F class were known as '84s' as numbered in 84xx series. Collision mentioned involved 6979 Helperly Hall crewed by Driver Gordon French and fireman Desmond Perry who were badly shaken. Alleges turnout was a modern term! Argues that piloting was incorrect term for assisting locomotives (at front of train) and that pilots should be restricted to shunting
Terminology. Bob Essery.
See Editorial Number 32 page 89: Essery had "never heard of a 'Black 8'"
Terminology. Harry Jack
Schoolboys in the Bolton area in 1943-46 called them 'Black Eights' [KPJ: perhaps to differentiate them from "grey eight" Austerity types?]
Terminology. Mike Barnsley.
See Editorial Number 32 page 89: term buffer plank was used by M&SWJR (4-4-4T No. 18 damaged its buffer plank at Swindon in November 1914.
Terminology. B.J. Penney.
See Editorial Number 32 page 89: George Hughes (Construction of a modern locomotive) used buffer plate, as did the GWR. In the LMS Motive power organisation and practice the terms buffer plate and buffer beam were both used, whilst at Worcester Great Western fitters from different shifts called the same component buffer plate and buffer plank. The terms buffer beam and buffer bar may have arrived with the USA Austerity 2-8-0s.
The Portreath branch. Chris Coombes. 263
See Number 33 page 135: severe criticism of the description of winding rope mechanism; questions date of Frith picture (must be earlier than stated; notes that track was laid with inside keys.
LNWR 0-8-0 47401 at Bolton Cook Street in 1955/6. Cyril Golding
Illus: includes two tank wagons used to convey liquid from brewery to Warrington area.
NRM Photograph Collection. R. Tourret. 264.
See article by Christine Heap. Complaint about "limited availability" of photographic material at NRM and question on material from Charles Roberts.
North Eastern Railway push & pull coaches. Henry Gunston.
See BRJ 32 page 122 et seq  Cites Skinley drawing and Hoole's The North Eastern electrics (1987) for BTP No. 343 modified to work with modified Tyneside electric car 3243 and used on West Hartlepool to Hartlepool services. Further information from same writer Vol. 5 p. 88 (citing Skinley catalogue 17th edition 1971)..
North Eastern Railway push & pull coaches. P.R. Davis.
See BRJ 32 page 122 et seq  Date of takeover by London Transport of services to Ongar was 1948: push & pull services were operated by Eastern Region as agents.
[North Eastern gangwayed coaches]. John Lloyd.
See BRJ 34 page 188 et seq . Published under incorrect heading. The Highland Railway Journal, 1990 (Autumn) notes that two NER diners and were lent to it by the NBR (being numbered 161 and 463 on NBR). They became LNER 7961 and 7962. According to this writer two NER gangwayed vehicles survive (but presumably in questionable condition).
North Eastern Railway push & pull coaches. Charles Bayes.
See BRJ 32 page 122 et seq  notes on Epping to Ongar services in 1941 when F2 in use, F7 in 1942 and in 1943. When the F2 moved to the Alexandra Palace service they retained their Great Eastern section discs. During WW2 the Seven Sisters to Palace Gates clerestory p&p set was used between Palace Gates and North Woolwich.

BSA shunting device at Wittingham in 1957. Cyril Golding. 264
Hand-operated internal-combustion engined shunting device.

Number 36 (Spring 1991)

The Dean-Churchward transition. Brian Arman. 267-79.
Much of the material contained in this highly interesting contribution has been incorporated in the biographies of Dean and Churchward and in the consideration of GWR locomotive design. Armin suggests that both men were probably lonely and that Dean may have served as a father figure for Churchward. See letters from B.J. Harding (42 p. 128) concerning location of photograph on page 272 (where Kilburn Jubilee Line station is now located); from B. Hardy concerning location of numberplate on 3352 Camel; and from Adrian Vaughhan concerning Dean's state of mind as perceived through his letters.

Spring floods at Gloucester. Mike Christensen and Peter Copeland. 280-4.
In March 1947 when River Severn rose and disrupted train services.

Festiniog Railway single Fairlie 0-4-4T 'Taliesin'. Adrian Gray. 285-9.
Built by Vulcan Foundry in 1876 and entered service on 17 August of that year. Works official photograph; as in 1879 centre page double spread; c1885; c1890 and as in 1923. Dismantled 1932.

Seaton Old. Gerry Beale. 291-5.
The Locomotive Committee banned the use of the mechanically equipped motor trains as used on the South Western lines in around 1930 and drafted in former LBSCR D1 0-4-2Ts which used compressed air push & pull equipment: this is shown on B214 at Seaton

Book Reviews. 296
The Welsh Railways Archive: Journal of the Welsh Railways Research Circle. SW.
Well received.
A guide to railway research and sources of local railway history. P. Kay. Author. MC,
Booklet which the reviewer found useful, but with some reservations.
Stephen Crook's classic steam collection. Silver Link. RP.
Excellent photographs, well reproduced, but poor typography and errors in captions.
Rails through Lakeland. Harold, D. Bowtell. Silver Link. RF
Well reviewed with slight reservations.

High Wycombe: the Post-war traffic scene. Harold N. James and John Copsey. 297-307.
Notes on specific train workings within the 1946 to 1950 period: King and Castle classes on Paddinton to Wolverhampton trains; V2, B1 and A3 on major Great Central services, notably the Master Cutler which followed on the tail lamp of the premier evening working to Wolverhampton. Also the lesser Oxford to Paddington trains which might be hauled by Star class, the suburban workings from Marylebone produced A5 and L1 class and 61XX from Paddington. Freight was mainly hauled by 28XX or Austerity 2-8-0s, although the L3 tanks were used for local workings. See also letter from David W. Gardner in Issue 44 page 200 concerning freight handled in the yards, including that for the furniture and papermaking industries. See also letter from J.S. Burrell on page 350 and from B. Cripps (Issue 44) page 220 concerning signalman error which led to the 18.10 Paddington to Wolverhampton being sent onto the path of the 18.15 Marylebone to Sheffield onto the former Great Central line at Ashendon Junction one day during the 1950s causing severe delay to both business expresses...

Correspondence. 307
Liveries. C. Bertram Mullinger.
See Number 34 page 188: also notes that unrebuilt B12 class were painted in LNER green st Stratford,but with black valances, also some notes on liveries adopted for Clauds and Super Clauds. From 1937 the Hall class locomotives had much of their brass work painted over in green.
Rail crane at King's Norton. Peter Tatlow
See Number 34 page 183 lower: this was not a Saltley crane as Ransomes & Rapier 36 ton crane was allocated to Derby
Craven Arms & Stokesay. R.C. Riley
Journey made in 1951 from Euston to Swansea via Wellington, Much Wenlock, and Craven Arms and do to Swansea Victoria. 4401 was the locomotive for the Wellington to Craven Arms leg.
Beattie's 330 class 0-6-0STs. Stephen Garrett.
See letter by A.J. Wilson in Number 32: the KESR also hired locomotives.
All stations to Bath via Mangotsfield. Neil Burgess.
See Issue 30 page 17: addenda: Alan Newman Bath locomotive retropect 1928-9. S&DR Trust Bulletin No. 156 (1990 Jan/Feb: services wholly worked by 1P 0-4-4Ts and 2-4-0 tender classes.
Signalling at Crystal Palace. J.W. Sparrowe.
See Number 30 page 43: "slip" signal was a typographic error and should have been "stop" signal. Also refers to Alan Earnshaw's article and CR No. 172 (171 class).
L & Y No. 12140. Richard Strange.
See BRJ 29 and letter from J.F. Burrell in BRJ 30: Gloucester locomotive transferred to Highbridge between march 1930 and September 1933 (when returned to Gloucester)

Number 37

Tottenham & Forest Gate. Don Rowland. 311-22.
The author had been a booking clerk at Walthamstow Queen's Road and at Black Horse Road in late LMS days and under post-Nationalization in the Eastern Region. The anecdotes include a "recent" re-visit with its DMU "service". Observes that the LMS failed to provide a service beyond Kentish Town into St Pancras and was mainly interested in the line as a feeder onto the Southend line (which could be the souce of heavy traffic). Some passengers used the stations to book long distance tickets (for which the fare was the same as from Euston or St Pancras: one local doctor booked tickets for the family's sleeper travel to Oban (the booking clerk was allowed to retain the commission). Luggage in advance was important. Mentions that clubs were formed to buy a wagon load of coal, but unless well organized they could run into problems over demurrage. The late shift at Black Horse Road included the compilation of paybills and the rceipt of parcels traffic. Woolworths had a special arrangement with the company and special labels for their traffic. Local manufacturers included the rainwear suppliers of Mattamac, Telemac and Aquascutum, Notons travel goods, Achille Sere dry cleaners, Setright Register ticket machines for buses, and Grovewells Rubber condoms. An Albion lorry collected traffic to be handled at Euston where parcels traffic was concentrated onto the former LNWR routes. Few changes followed Nationalization except that there was a hiatus over supplies and there was no audit in the initial year. Illus.: South Tottenham and Stamford Hill looking esat; Black Horse Road looking both east & west and after being flooded in August 1949; Walthamstow station exterior shortly after Nationalization p. 315 (post 1960 according to Ray Caston letter Number 40 p. 44); Leyton Midland Road station; Leytonstone station exterior prior to 1912; Wanstead Park station.

Lode Star . John Copsey. 323-8.
The central focus of this feature is the official engine history card (1928 onwards) for No. 4003 Lode Star (reproduced). The text also notes some of the workings (from its construction in 1907) on which the locomotive participated. Illus.: (all 4003): approaching Pilning on up South Wales express c1935; on shed at Shrewsbury? c1932 p.324: see letter by Royston Carss in Number 40 page 44 and response to it by John Copsey (arms rather than logo) at Gloucester station? c1947; nameplate; passing Kennington Junction, Oxford with train of LNER stock c1950; at Swindon with 2301 class No. 2516 which was also preserved; in Swindon stock shed with name and number plates removed.

Lost termini — Rhyd-ddu NWNGR. Adrian Gray. 329 -34.
The North Wales Narrow Gauge Railways terminus was sometimes known as South Snowdon or Snowdon. In 1877 the railways had reached Bryngwyn and Quellyn, in 1878 Snowdon Ranger was reached, and in May 1881 Rhyd-Ddu became the terminus of a railway in deep financial trouble. In 1901 some work was started on the Portmadoc, Beddgelert & South Snowdon Railway which proposed to use electric traction. The railway system was largely closed during WW1, but in 1922 Government assistance was provided to activate the Welsh Highland Railway to alleviate unemployment, but lack of use led to closure in 1937. Illustrations of single Fairlie 0-6-4T Moel Tryfin at Snowdon in 1922, and with train c1900.

The Stocksbridge Railway Company. M.E.J. Deane. 335-41.
The railway became operational in 1877. The engineer was F. Fowler, brother of Sir John Fowler, and there were some substantial structures. A passenger service ran from the Samuel Fox & Co. steelworks to Deepcar station until 1931. There is some information on the final steam locomotive: a Hudswell Clarke 0-6-0T of the Cornist class built in 1923: this is illustrated as is No. 10 (an 0-6-0ST belonging to the steelworks).

S.R. Goods Yards. R.C. Riley. 342-4.
A mixture of photgraphs and personal memories of goods yards, including LMS coal yards, in the Tulse Hill area: Illus.: Knights Hill Sidings signal box in 1968;  C2X 0-6-0 on Lillie Bridge goods on 5 May 1953; L 4-4-0 31771 light engine passing Knights Hill yard on 5 May 1953; Q class 0-6-0 30536 shunting at Tulse Hill goods yard. The picture of Knights Hill sidings led to a letter from Mike Gaskin in Issue 44 page 220: he had worked a signalman thereat..

Seaton New. Gerry Beale. 345-9.
In 1936/37 the Southern Railway reconstructed Seaton station in the modern style more usually associated with suburban reconstructions at places like Surbiton and Wimbledon. Richly illustrated (except for exterior where decay was beginning to show), includes plans. Locomotive illustrated M7 0-4-4T 30046. A six-wheel freight brake van (with drovers' compartment) No. S54962 was used on the branch: this had come from the PD&SWJR (seen on 12 March 1952).

Book Review. 349.
Shildon — Newport in retospect. Ken Appleby. RCTS. CP.
Includes the electrification implemented under Raven. Notes that the elctricity charges imposed by the North of Englend Electricity Supply Co. killed electric traction. Criticism of crude maps

Correspondence.. 350
High Wycombe. J.F. Burrell.
See BRJ 36 page 297: notes that due to signalman error the 18.10 Paddington to Wolverhampton was sent onto the path of the 18.15 Marylebone to Sheffield onto the former Great Central line at Ashendon Junction one day during the 1950s causing severe delay to both business expresses. See also further letter from rom B. Cripps (Issue 44) page 220 concerning signalman error .
High Wycombe. J.C. Graffy.
See BRJ 36: Personal reminiscences of travelling to camp at Wooburn Green in 1938. Also comment on freight traffic at High Wycombe. Furniture traffic had been lost to road haulage at an early date, but timber still arrived and the furniture industry originated a considerable amount of parcels traffic.
Central Wales. G.A. Hookham.
See BRJ 36 for letter by R.C. Riley: A through carriage operated between Euston and Swansea until 1939. Beyond Llanrwyted Wells it was cheaper to book to Swansea.
The Dean-Churchward transition. P.D. McCann..
See BRJ 36. Three methods were used to convert rolling stock from the broad to the standard gauge: the first method exploited the full broad gauge width but the vehicles were contructed so that rebuilding could be accomplished; the second method employed narrow bodies on broad gauge underframes, and the last and simplest used stnadrd width bodies and underframes ,but broad gauge bogies which were simple to replace.
Torre. Keith M. Beck.
See page 241: Mahogany seats used in booking office at Torre station and which were marked with South Devon Railway ownership.
NRM Photograph Collection. C.J. Heap.
See letter by Tourret in BRJ 35. The then NRM policy and charges for supplying prints. Also the NRM has only three photographic albums for the output from Charles Roberts (but 25 order books) in its collections.
Maiden Newton box. D.J. Powell.
See BRJ 35: errors in the quoted dimensions of the frame. The signal box opened in 1921 and closed on 15 May 1988.
Sold out of service. M.J. Denholm.
See BRJ 35: Next to former MSWJ 2-6-0 No. 14 at Seaton Delaval Workshops was Hartley Main Collieries No. 24, formerly Barry Railway No. 104, GWR No. 724, 0-6-0ST (Sharp Stewart 4600/1900). The last ex-Barry Railway 0-6-0ST No 22 lasted until September 1961. This had been NBL 16633/1905, Barry Railway No. 130 and GWR No. 729.
GWR 4-4-0PT No. 1490. 351.
4mm/1ft scale drawing (courtesy Mike Lloyd): side, front & rear elevations; also main dimensions.
NER gangwayed coaches. C.S. Carter.
See BRJ 34 page 188: substantial list of corriegenda. Includes extra information supplied by John B. Dawson.
NER gangwayed coaches. Keith Fenwick.
See BRJ 34 page 188: two dining cars (Diagram 106) were sent to Northern Scottish Area (ex-GNSR) in early grouping days, and implies that the vehicles must have been substantially rebuilt to accommodate extra third class seating.
NER gangwayed coaches. Peter Swift. 352.
See BRJ 34 page 188: with photograph which states that first class dining car No. 2118 has been preserved at Quorn on the GCR.
Kings Norton. R.J. Essery.
See BRJ 34 page 180: class 1 2-4-0: probably had not turned on Lifford Curve, but may have been en route from shed to pick up stock from either Saltley or Kings Norton (stock was not accommodated at New Street).

V.R. Webster. 352.
Obituary notice: born Reading 1912, educated Reading School, textiles salesman, WW2 in Leicestershire Regiment, rose through ranks to Captain, retrained as teacher, taught geography, became head, reired 1972, died 3 March 1991. Paul Karau.

Number 38

Bishop's Castle Station . Roger Carpenter. 355-66.
Plans for the Bishop's Castle Railway were announced in 1859 and the railway was incorporated on 26 June 1861. For early history see BRJ No. 10. Construction began in 1863 and the link was completed in 1865 and opened on 1 February 1866, although the original route to Mongomery was abandoned and trains had to reverse at Lydham Heath which was envisaged as a junction. Both passenger and freight facilities at Bishop's Castle station are described. The signalling was primitive. There is an Ordnance Survey plan of 1926. Freight traffic was moderately successful and included incoming coal, animal feedstuffs, fram machinery, fertilzers, livestock, and outwards: timber, stone, livestock, farm produce and beer from the Three Tuns Brewery. Mentions traders who used railway and train services. The locomotive stock included 0-4-0ST Bee used in the line's construction but sold in 1869, 0-6-0 Plowden used between 1866 and 1874; 0-4-2T Perseverance (1870-87); 2-4-0 Progress (1875-1904); Bishop's Castle (1877-1905); 0-6-0 Carlisle purchased in 1895 from Kitson's; GWR 2-4-0 No. 107; 517 class 0-4-2T No. 1 (GWR 567); wide variety of rolling stock; road competition increased after WW1 and closure came on 20 pril 1935. letter from P.J.A. Taylor Issue 40 page 44 makes extensive comments on dimensions of turntables shown on plans and partially visible on photograph on p. 361, and on cattle wagons which were probably not ex-MR as stated Illus.: No. 1 with passenger train fitted with chain brake in 1908; station in 1906 and 8 October 1931; Carlisle at Bishop' Castle c1930; station in 1932; engine shed in August 1935 360 lower; locomotive & stock sheds c1904 (G.M. Perkins) 361; station area in mid-1920s with "No. 1 in engine shed and ex-Hull & Barnsley coach' (362): see letter from P.J.A. Taylor Issue 40 page 44: locomotive was Carlisle and coach was former LNWR five compartment third: single-plank wagon No. 59 and cattle truck No. 55 on 30 May 1932 (H.C. Casserley) 363 lower; No. 1 on mixed train and during WW1; Carlisle in 1930s on market day train.

Single Line Working on the Anglesey Central Railway. Mike Christensen. 367-79.
The Anglesey Central Railway came into existence through an independent Act of 1863 and was opened in stages between 1865 and 1867. It was taken over by the LNWR by an Act of 1 July 1876. There was a short freight loop at Llangefni. In 1882 improvements were made to the Gaerwen junction with the mainline and new stations were constructed. Staff and ticket was used between 1865 and 1894. Electric train staff of the type patented by A.M. Thompson and Webb was introduced from 1894. The opening of the Red Wharf Bay branch in 1909 caused further changes. In 1914 a crossing and staff station was opened at Langefni. Switching out fascilities were added at Holland Arms in 1925. Map. Illus.: Holland Arms station c1930; Llangefni station with open lever frame. See letter from J.F. Burrell (Number 40 page 44) on traffic at Holland Arms and services to Red Wharf Bay. See also feature on signalling on Anglesewy Central Railway in Issue 50 (1994) p.25...

LNER suburban articulated stock of the Southern Scottish Area. A.A. Maclean. 380-95.

Correspondence. 396.
Dean and Churchward. Raymond Gibson.
See Arman's article on Dean and Churchward (No. 36 page 267): given the two men in question and the human race's propensity to want a scandal even when none exists, the generally accepted story must surely seem suspect. Can anyone believe that a highly efficient Victorian organisation eager to make the maximum profits for its shareholders would, in effect, have two very senior staff (one of whom was 'gaga') on very high salaries sharing the same appointment? This was fifty years before the benefits of nationalization.
As Brian Arman suggests, there is a far simpler and logical explanation (not totally unknown today). By his own genius and the dearth of any possible competitor, Churchward had to be Dean's successor. Dean, himself, was feeling tired after years of high office and personal tragedies — now he wanted to retire for a well-deserved rest, yet it was a time of great development and challenge in all aspects of locomotive construction.
To letter writer, it seemed highly probable that Dean — in view of the way he had promoted Churchward in the past — proposed that the latter now work as a 'partner' with specific responsibility for the design of locomotives (which is one possible reason for the locomotives of this period appearing to be a mixture of Dean and Churchward). It would ensure an extremely smooth transition of power from the outgoing to the incoming CME, which would be of immense benefit to both Churchward and the GWR. Finally, as the Rev. Arman says, the arrangement would leave Dean free to pursue to completion his final and greatest masterpiece, which would outlast even his locomotives — the design of 'A' Shop. At long last I think history has it right, thanks to Brian, and, far from being 'past it', it proves that Dean could still see twenty to fifty years ahead. Definitely not a senile old fellow!

Dean and Churchward. J.H. Quick.
Reference No. 36 page 267: the MSLR introduced the Belpaire firebox not in 1895 with a Class 11 but in 1891 with an 0-6-2T Class 9C No. 7. The GCR 4-4-0 No. 874 is on a north bound train at Harrow.
Terminology. J.W. Mann.
See letters on terminology in No. 35: writer had encountered all of the following terms in the course of railway career: connection/ fitting, junction, lead, points, switch(es), turnout. Considering only GWR practice, it is clear that in different parts of the country different terms have been employed for the same article over a very long period of time. This applies not only to permanent way but to bridges, and no doubt to signalling as well. To complicate matters further, different departments on the GWR used different terms. The Traffic and Signalling Departments referred to 'points', a word shunned by the Engineering Department whose usual term is 'lead' (pronounced to rhyme with speed). Some people also called them 'junctions' but this was not general usage and it can be misleading.
'Fitting' is a general term used by engineers to describe not only leads but diamonds, compounds, three-ways, etc. The whole range of these items is known by the generic title of  'S & C' (switch and crossing work — on other railways this is often 'P & C' — points and crossings).
'Switch' and 'turnout' are importations so far as GWR practice is concerned because these words have precise meanings in GWR permanent way practice. The switches are what Dr. Minter's copy of Cole defines as 'points'. The turnout road is the secondary road in a lead and, specifically, the turnout is that portion between the heel of the switches and the crossing. The prime route is known as the through road (or 'straight road' — but it is very often curved and therefore through road is better).
'Connection' is somewhat colloquial and in the strict engineering sense is actually a group of fittings comprising at least two pairs of switches and attendant crossings, serving to connect one road with another. The simplest form of connection is a crossover.
'Switch' he knew to be an American term, and 'turnout' a military one. He did not know the answer to the query posed by Editor, because whatever term is used, that will not sit easily with some modellers since it is not normal usage in their part of the world. Perhaps they should be content to go on calling them 'points' and 'frogs', which sound amateurish to a GW ear but they were the usual terms employed when writer was making model railways as a boy.
Terminology. Graham Beare.
Re No. 32 editorial:
Buffer plank/buffer beam: From 1972 to 1980 writer was involved with restoration at Didcot. Certainly in that period the ex-Swindon Works men who came to the depot referred to 'buffer plank' in conversation. In passing, could the origin be with the use of wood for this item?
Valance/hanging bar: Most modellers refer to the reinforcing angle to the footplate as 'valance', yet again at Didcot the ex-SDN men referred to this as the 'hanging bar'. However, this is the only place writer heard this term.
W-valve: Within the cab of GWR/BR(WR) engines that are fitted with displacement lubrication, a valve governs the passage of steam/oil towards the front end. This control carries several aliases. The terms 'W-valve' and 'jockey valve' have been used – 'W' from the key letter on certain enginemen's manual diagrams, and 'jockey' from action in respect of the regulator handle – a more appropriate term is 'combination valve', which incidentally comes in two forms, for 3- and 5-row lubricators. Mention of 'W' leads to 'J' cocks! The Stores Catalogue gives the 'W' valve the name of 'controlling valve'. 'Combination' seems more accurate as the valve mixes the oil with the steam! (i.e. combines).
Cites valuable pamphlets published by Ernie Nutty. These deserved a far wider audience than the GWR preservation movement.
Terminology. David Holmes.
Mr. Darlaston is, I think, only partly right In his letter about 'Prairies' and 'Toads' in BRJ No. 35, at least as far as this GWR enthusiast is concerned.  Certainly we name and number collectors of the 1930s and 40s spoke of '45s' and '51s', but 'brake vans' were 'guards vans' in our terminology and that of the Swindon raliwaymen we came in contact with. One other term we used was 'nonker' when referring to unnamed locomotives. Was this purely a Swindon term or does anyone elsewhere remember using it?
Terminology. Mike Romans
Re editorial in No. 32: views or comments on railway terminology are bound to be influenced by the experience of the commentator. For instance, in nearly a quarter of a century of railway work writer had only ever heard a 'buffer beam' called precisely that; or a 'headatock' (which is not necessarlly quite the same thing). Similarly, with Stanier Class '8' 2-8-0s – in writer's experience, which is restricted mainly to the WR but with some contact with LMR people (including train crews) – had always heard them referred to as '8Fs' or 'Eight Freights'. His experience, like the editorial duo, is that the expression 'Black Eight' was born of the preservation era – but then he have never had much contact with railwaymen on many parts of the former LMS who might have used the term; but never heard used by 'older' raliwaymen.
Now to get a bit more specific: pointwork terminology is an area where correct language and description seems to be equally abused by rallwaymen and 'enthusiasts' alike. The problem is that the latter seem adept at laying claim to greater expertise or knowledge than they actually possess, and then setting some awful howlers into common use. For the record, British Railway Track published by the Permanent Way Institution defines a 'turnout' as 'one pair of switches and one crossing with the closure rails'. Simple when you know where to look, and writer's edition was a 1964 edition of the 1943 original. The more interesting word is 'points', which has been in use, according to my sources, for over 100 years. The term 'points' technically (nowadays) seems to apply to a pair of switches without a crossing (i.e. as in trap or catch points), and I suspect the term has derived from that usage to cover a whole turnout. But, bluntly, what does it matter in everyday usage? The words 'points' and 'turnout', although technically of different meaning, are used and understood on an inter changeable basis by many people. Civil Engineers (experience was WR based) use the more descriptive term 'switch and crossing' – except when specifically referring to a turnout where it is necessary to deal with the whole assembly.
Now if you want to look at something really original – how about all the various names used for a standard 16.ton mineral wagon? I know of at least five that were all in use at the same time on the Western Region alone.

Appeal.  396.
Roger Carpenter was researching GWR Alcester–Bearley branch and needed photographs and recollections, especially before closure in 1939, but other photos before the track was lifted would be welcome. He  was particularly keen to see anything relating to Spencers Crossing.

Number 39 (Christmas 1991)

Against the trend in the Colne Valley. Iain Rice. 398-415.
Photo-feature on the Colne Valley & Halstead Railway: Colne station, later White Colne, probably 1882; level crossing near Greenstead; Ford Gate Crossing; Ford Gate station in early 1889; Halstead station c1880 (frontage designed Joseph Cubitt); goods shed; goods yard c1910; company offices, c1900; new goods shed c1900; Castle Hedingham station 1882; Yeldham station inoriginal condition; Birdbrook station, c1880, summit cutting; Haverhill South (on proposed extension to LNWR at Cambridge). Letter from Paul Lemon Vol. 5 p. 88 on remains extant or as modified by Colne Valley Railway Preservation Society.

Off the road at Over. M C. Christensen and Peter Copeland. 416-22.
Photo-feature: 2-8-2T No. 7224 became derailed at end of loop at Over with a train of iron ore heading for South Wales on 10/11 October 1947. The illustrations show the derailed locomotive and its recovery by two breakdown cranes. Railway officers on duty included Arthur Sheppey, Assistant District Operating Suprintendent, Bill Flew, Yardmaster, Jack Watkins, Inspector and Bon Barnard, Station Master. See letter from Peter Tatlow (Vol. 5 p. 43) which states that the cranes being used were both products of Ransomes & Rapier: the one at the Gloucester end was probably No. 2 (36 ton) supplied in 1908 and based at Swindon: at the other (Newport) end the crane was probably No. 18 from Canton which was preserved by Flying Scotsman Enterprises at Carnforth. R.C. Ormiston-Chant (Vol. 5 p. 43) claimed that breakdown crew did not use proper hooked chain slings to lift locomotive...

Sold for further service. Brian Jackson. 423-30.
Former railway company paddle steamers acquired by Cosens & Co of Weymouth and used for pleasure sailings and as liberty boats for Portland Harbour: Sir Francis Drake had been built for a consortium of the GWR, Bristol & Exeter and South Devon Railways and used as a tender at Plymouth: it had been constructed by W. Allsup of Preston in 1873 and worked as a tender. It was aquired by Cosens in 1911 by which time it had been renamed PS Helper. In 1913 Cosens acquired the Lune from the LNWR/L&YR. This had been built by T.B. Sneath in 1892 for services between Fleetwood, Blackpool and Morecamble and was renamed Melcombe Regis. In 1914 the Alexandra was acquired: this had been built for the Portsmouth & Ryde United Steam Packet Co, which was acquired jointly by the LBSCR and LSWR in 1880. In 1913 it was sold to the Bembridge & Seaview Steam Packet Co. and in 1914 to Cosens. The boats were requisitioned by the Admiralty during WW1. The last vessel to be built for the LBSCR/LSWR joint fleet (by D & W Henderson in 1911) the Duchess of Norfolk became a Cosens vessel in 1937 when she was renamed Embassy. She survived WW2 and returned to service with Cosens. The PS Shanklin (a SR Isle of Wight ferry) became PS Monarch in the Cosens fleet in 1951. The Embassy was not finally broken up until 1967. See also letter in Number 40 page 43 from R. Childs which is highly critical of the use of tonnages as quoted in this feature.

LNER suburban articulated stock of the Southern Scottish Area. Part 2 – The sets in operation. A.A. Maclean. 431-7.
Articulated sets were prohibited from the Eyemouth, Penicuik and North Leith branches. Illus.: 67712 Morayshire at Morningside Road on 12 Mrach 19556; V1 67617 climbing from Gorgie to Craiglockhart in 1958; D11/2 62686 The Fiery Cross in Princes Street Gardens in 1957; B1 61341 leaving Dalkeith with return Sunday School excursion to Kinghorn; 64633 near Back o' Loch Halt with Kirkintilloch to Glasgow Queen Street train; 80092 at Tillicoultry on 24 August 1961 (all hauling articulated set or sets).

Correspondence. 438-40.
King's Norton. Paul Cotterell.
See Issue 34 p. BR dropped the apostrophe from its enamel signs. Passenger trains obeyed the 40 mile/h speed limit. Illus. 42924 passing through on freight.
GWR token apparatus. R.C. Ormiston-Chant.
See Issue 34 p. There was a large net at Penmeanpool to ensure that token did not fall into Afon Mawddach. Also queries the colour of a token for the Abermule to Newtown section.
Portreath branch. R.A. Cooke.
See Issue 33 p. 135. There were sidings at Illogan Highway capable of holding four wagons; North Pool 6 wagons; Fairfield (added 13 June 1919 for loading timber) 5 wagons. Charles Clinker stated that closure took place beyond North Pool on 1 January 1936 and from Carn Brea on 1 April 1938. The illustration on p. 139 (upper) shows the engine shed, but this was formerly part of a larger complex. The illustration on p. 139 (lower) shows a ballast siding, for which an agreement of 19 September 1910 was made with John Paull.
Portreath branch. Bob Hodson.
See Issue 33 p. 135. Congratulations for socio-economic approach adopted.
Terminology. R.C. Ormiston-Chant.
The Permanent Way Institution's British Railway track is recommended. The terms switches and turnouts are both found in the archives of the Liverpool & Manchester Railway. The term buffer beam is deprecated, but buffer plank is acceptable. On the GWR the term banker implied an assisting locomotive at the rear of a train, otherwise it was an assisting engine. In the 1950s the Buxton enginemen refered to the 8F class as "them Swindon bastards".
Terminology. Walter Rothschild.
Rupert Scrivener, Chief Engineer of the Palestine Railways in the 1920s/30s refered to turnouts and the writer considered that this term might have been used by permanent way men, whilst points was the term used by signal and Telegraph men. Weiche is the German term. The Dutch use wissel (to change) which follows the American term switch. The Dutch use Engelse wissel (English point) for a double slip point. Notes the linkage of nicknames to usage as in red one versus black one on LMS, and to events: Tishes, Krugers and Bloomers, and the effect of spelling change: break to brake.
Craven Arms and Stokesay station. David J. Patrick. 440
See Issue 32: p. 92: Precursor with a horizontal opening smokebox door; p. 107: this was the 09.15 Liverpool Lime Street to Plymouth train normally worked by a Shrewsbury Castle: 5050 Earl of St Germans and 5097 Sarum Castle. Questions the use of Newtons on freight trains. Page 131: Coal engine No. 920 was at Ordsall Lane.
Webb 'Coal engines'. Edward Talbot.
Page 131: Coal engine No. 920 was at Ordsall Lane. The Coal engines were simply Ramsbottom DX class with 4ft 3in wheels. No. 1140 (running number), that is motion number 2153 was erected in 25½ hours, but notes a letter received from Roy Bourne in response to writer's A pictorial tribute to Crewe Works which observed that GER Y14 0-6-0 had been erected in 9¾ hours at Stratford and cited C. Langley Aldrich's Great Eastern Railway locomotives, 1900-1922.
Glengonnar Tramway. Iain D.O. Frew.
See Issue No. 30 page 2 et seq: The Tramway kepts is gates closed against the Leadhills & Wanlockhead Light Railway. The tramway was horse-powered 2ft gauge, and was later worked by a battery electric locomotive.
All stations to Bath. Charles Bayes.
See BRJ 30 page 17: evidence that 1P 0-4-4Ts were still bveing used in immediate post-WW2 period. On 16 May 1945 No. 1348 was hauling four SR bogies. 1330 was also seen. On 7 June 1949 No. 1389 was also hauling four SR bogies. Stanier 2-6-2Ts Nos. 115 and 174 were being used on freight at that time. 3P No. 741 appeared on one working. 1904 (Lemon 0-4-4T) first appeared 16 June 1947 (an earth-shattering event).
Book review on The Aylesbury Branch. Geoff Williams.
See review in BRJ 30 page 41 wherein Richard Foster queried dimensions of engine shed: reason for discrepancy.

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