Great Western Railway Journal Volume 10

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Number 73 (Winter 2010)

Chalfont station with auto train powered by No. 1472. M.G.C. Smith. front cover
On 3 September 1964.

Copsey, John. Passenger operations at Paddington station. Part 3. 2-31.
Previous part in prevous Volume page 422 et seq. Tables of arrivals and departures in 1933 subject of comment by Bill Crosbie-Hill on page 120. Illus.: Bank Holiday crowds on Platform 1, 1921: 2
No. 4004 Morning Star departing c1920: 3
Northern side looking West along London Street deviation: 4
Cross section of station c1920: 5
2-4-2T No. 3600 shunting milk empties in Goods Depot on 23 August 1922: 6 top left
Star approaching on 23 August 1922: 6 top right
No. 4047 Princess Louise on up Cornish Riviera on 23 August 1922: 6 middle left
No. 3815 County of Hants light engine on 23 August 1922: 6 middle right
No. 3815 County of Hants departing on 17.15 for Weymouth, etc on 23 August 1922: 6 bottom: see letter from John Lewis on page 120 who considers that non-corridor set was improbable for journey to Weymouth
Eastbourne Terrace and exterior of departure side in 1922: 7 upper
No. 4013 Knight of St. Patrick on 11.00 for Didcot on 23 April 1922: 7 lower
The Lawn on 13 November 1923: 8-9
Cornish Riviera (in chocolate & cream) at Platform No. 1 on 10 July 1922: note milk churns: 10 upper: see letter from John Lewis on page 120 who observes that dining car was not new
No. 4061 Glastonbury Abbey at head of Cornish Riviera (in chocolate & cream) on 10 July 1922: note milk churns: 10 lower
Bulldog 4-4-0 No. 3709 Quebec on Sunday 14 September 1924 with 11.45 Oxford express loaded to 13 vehicles: 11 upper
Bulldog 4-4-0 No. 3427 on down local on 7 February 1925: 11 lower see letter on page 120 from John Pearse who suggests might have been an arrival and spelling of Kensal Green
Metro tank No. 3565 on 25 August 1925: 12 top left
No. 4051 Princess Helena on 14.00 to Didcot on Sunday 9 September 1923: 12 top right
Metro tank No. 3570 c1926: 12 middle left
850 class No. 992 on pilot duties on Sunday 14 September 1924:  12 middle right
3232 Class 2-4-0 No. 3241 on Sunday 25 October 1925: 12 bottom
Duke class No. 3282 on arrival on 10 May 1925: 13
Plan, 1925:14
No. 4096 Highclere Castle on 28 August 1926: 15 upper
The Torbay Limited on 21 August 1926: 15 lower
Old Oak Common & Paddington track diagram c1928: 16-17
The Torbay Limited on Friday 8 October 1926: 18
Cab roads (2 views): 19
Metro tank No. 1420 leaving on down local on 30 April 1927: 20 top
850 Class No. 1903 outside Goods Depot in 1928: 20 middle left
2021 Class No. 2083 c1928: 20 middle right
2221 Class 4-4-2T No. 2247 c1930: 20 bottom
No. 6023 King Edward II departing Down Main c1931: 21
No. 5000 Launceston Castle backing out with Cheltenham Flyer on Monday 14 September 1932: 22
No. 4922 Enville Hall on 28 May 1933: 28 upper
No. 3803 County Cork approaching on a local train c1931: 28 lower
Colour light signals on 24 July 1933: 30
Rebuilding Bishop's Road station on 15 September 1933: 31

Crew change at Swindon. 32-3.
Castle No. 7012 Barry Castle on down main platform in mid 1950s: see further information from Alan C. Clothier in letter on page 174. and again on page 297 in response to Tomkiss firmly locating location doubts about location from D.J. Tomkiss page 236. And two further letters from Colin Dawson and John S. White on p. 420 of Volume 10.

Letters. 34
Paddington. John Minnis.
See previous parts of this series (in previous volume) where photographs were by T.F. Budden: page 375 upper  Rover class Bulkeley and page 375 lower No. 1119 (Queen class standard gauge and Rover on broad gauge); p. 424 1122 Beaconsfield (Queen class); p. 426 lower: Metro tank 2-4-0T No. 1451 at end of Platform 1 (at 17.00 on 18 April 1895; p. 427 No. 3029 White Horse at head of down local passenger train (taken 23 October 1894: Postcard Locomotive Publishing Co);
Paddington. R.V.J. Butt.
See previous Volume pp. 440-1: Platforms 4 and 5 well dressed crowd awaiting their train: suggests between 30 June and 3 July 1908 for Henley Royal Regatta when Pembroke College rowed against Eton
'42XX'. D. Walker.
See page 339 in previous volume: trips from Avonmouth to Severn Tunnel ran via Severn Beach & Cross Hands and contained two brake vans. In 1942 he saw three coal trains in the loop hauled by 42XX and 52XX. During WW2 72XX were used for banking at Westbury, sometimes in pairs.
'42XX'. Ray Caston.
See letter from Phil Marks on page 477 (V. 9): Working Timetable summer 1954 stated 42XX and 72XX prohibited above Penrhiwceiber probably due to limitation of bridges over River Cynon. Also observations on John Chadwick's account (page 450) of freight over Cotswolds and routing of iron ore traffic to South Wales 
Berks & Hants. D. Walker.
See letter from Bill Crosby-Hill in Issue 74 (p. 480): 15.26 Bristol to Reading via Trowbridge which set back into a bay platform. He used train in childhood and motive power provided by such odd locations as Stafford Road and Fishguard due to pooling in WW2. Notes on Hawkeridge chord. See further letter from Bill Crosbie-Hill on page 120 and from John Pearse (concerning Hawkeridge Chord)..
'Earls'. D. Asbury.
See letter in Issue 10 page 438 from Michael Hale on storage of Nos. 9013, 9017 and 9021 "at Abercynon" during winter of 1956/7: T.P. Dalton's Cambrian companionship shows 9021 in store at Moat Lane Junction and other two in storage at Aberystwyth. When Sam Pugh, supervisor at Aberyswyth retired he was replaced by men from Abercynon. 

Squibb, Peter.  An S & T lineman at Yeovil. 35-47.
The Bridport branch was worked with Webb and Thompson staff instruments and as the workings were unbalanced a weekly task for the Telegraph Lineman was to unlock the instrument at Maiden Newton and take out the surplus staffs and take them on the train to Bridport. A similar procedure was performed on the Tyers token instruments at Yeovil Pen Mill and Town. Battery maintenance was important: at Yeovil Pen Mill and South Junction lead acid batteries were trickle charged. Elsewhere Leclanché cells were used. Some ATC ramps were powered by wet cells, but most outlying sites were changed to dry cells. Mentions Spagnoletti (a fine tenor from Sardinian aristocracy) and his repeater circuits which were superior to the type used on the Southern Railway. Describes arrangements made for temporary single track working for bridge renewal on the Westbury to Weymouth line which involved installation of temporary signal boxes in remote locations. See also letters on page 83 from Richard Putley on Cash register type route indicator at Yeovil; also one at Worcester Shrub Hill, from Peter Squibb with some addenda and from Ray Caston concerning signal box at Sparkford & Yetminster, and on Southern Region tail lamp policy for fitted freights...

Matthews, Jack. The 2.45 p.m. Hayle to Drump Lane and return. 48-54.
Worked by a Penzance guard the 14.45 Hayle to Redruth Drump Lane freight served GwinearRaod, Camborne, Dolcoath milk siding. Train included an empty road-rail tank for Burton-on-Trent brewery.

Chalford autos. M.G.C. Smith (photographer). 55.
See also front and back covers. Brimscombe station on 12 September 1964 and inetrior of auto trailer

Crump, Bob. MSWJR 2-4-0s at Reading in the 1950s. 56-9.
Nos. 1334-6 based at Reading where they worked freight on Lambourn branch. They had standard No. 11 boilers and 17in x 24in cylinders. Lack of adhesion caused difficulties on the climb out of Newbury and drivers tended to break the speed limit to charge the bank. Illus. of 1335 and 1336 only. See also letter from Mike Barnsley on page 120 which notes that type worked the 08.15 from Newbury non-stop to Reading during the 1930s; minor details of footplates during their final period and work on rail tours during 1950s and possible Camwell film clips on video..

[Winter at Broadway]. George Bryant (photographer). 60.
Three photographs taken on 5 January 1963: 7908 Henshall Hall; WD No. 90448 and No. 6920 Barningham Hall.

Chalfont signal box with auto train. M.G.C. Smith. rear cover
On 12 September 1964.

No. 74 (Spring 2010)

Copsey, John. The '517' Class at work. Part 1. 62-80.
The first 517 Class design was for a saddle tank with a 13ft 7in wheelbase and 5ft coupled wheels with a total weight inservice of about 32 tonnes. Construction started at Wolverhampton in late 1867 and the first, No. 1060 entered traffic in April 1868. 59 further were manufactured in five lots over the next two years. The last six (Nos. 1106-1111) differed in having side tanks. From No. 1046 onwards the wheelbase was increased by either 1 or 13 inches. The Class was renumbered 517-576 in July 1870. Six further lots were manufactured between September 1873 and Febbruary 1878. These were: Nos. 826-849; 1154-1165; 202-205; 215-222; 1421-1444. The total of these lots was 72 and they differed from the earlier series in having a longer wheelbase (15 feet) and were about 3 tonnes heavier. Concluded page 122 et seq
Illustrations:
No. 517 as 0-4-2ST (saddle tank) in mid-1870s.62 top left
No, 556 as 0-4-2ST in 1870s. 62 top right
No. 202 with side tanks. 62 middle
No. 1421 showing Wolverhampton painting style. 62 bottom
Wolverhampton working diagrams and plan, 1867. 64-5
No. 834 with half cab and rear spectacle plate. 66 top
No. 836 with half cab and rear spectacle plate. 66 middle
No.840 with half cab and rear spectacle plate showing lining. 66 bottom
No. 1482 with half cab and rear spectacle plate and inside bearing on trailing wheels. 67 top
No. 1483 with half cab and rear spectacle plate and outsie bearing on trailing wheels. 67 middle
No. 1488 with half cab and rear spectacle plate and outsie bearing on trailing wheels. 67 bottom
Unidentified 517 Class at Solihull in late 1880s. 69 upper
No. 215 at Solihull probably in late 1880s/1890s. 69 lower
No. 538 at Suckley station probably with 17.15 Worcester to Leominster c1909. 70 upper
517 class leaving Bathampton with down local. 70 lower
Map showing 517 Class allocations in 1901. 71
Unidentified 517 Class climbing Narrow Ways Hill, Bristol with train which included LNWR coaches and GWR bogie clerestory and four-wheel four coach set c1914. 72 upper
No. 204 at Bristol Temple Meads c1902. 72 lower
Nos. 837 and 1475 at Birmingham Snow Hill on 22 April 1905, 73 upper
No. 1432 following rebuilding with new frames (15ft 6in wheelbase) and outside bearings to trailing wheels. 73 lower
No. 1433 in two different conditions: 74 upper shows with tank stiffening plates extended down below valance and with rear spectacle plate and inside bearings on trailing axle and 74 lower shows with outside frames over trailing wheels, different bunker, outside bearings on rear wheels: even toolbox in a different position. See also letter from D.J. Tomkiss on pp. 236/240: concerning location and further Tompkiss letter in Issue 83 p. 177 which suggests Clevedon station
No. 564 with enclosed cab and outside bearings on trailing wheels. 75
No. 516 at Leamington Spa with Stratford train c1911. 77 upper
No. 519 with top feed and half cab at Didcot on 27 December 1919, 77 lower
No. 1423 with enclosed cab, modernised bunker, full cab, outside bearings on trailing axle at Oswestry. 78
No. 518 with inside bearings on rear axle on auto train (trailer No. 86, painted in crimson lake or brown livery) probably working from Southall: locomotive may have shared trailer's livery. 79 upper
No. 518 with outside bearings on rear axle. 79 middle
No. 1159 at Truro on 7 November 1921 with Falmouth or Newquay (via Perranporth) train. 79 lower
No. 1476,with outside bearings on rear axle and top feed, at Bath station c1923. 80 upper
No. 1475 with Belpaire boiler, probably at Chester in 1922. 80 lower

Mudge, John. The making of a water crane supply pipe. 81-2.
The copper chimney-top gang in the K Shop at Swindon Works was responsible for manufacturing water supply pipes.Tje main pipe sections were made from steel and had to be shaped and joined by oxy-acetylene welding, although for some work arc welding was employed. The bag was made from leather, although rubber tubing was used. Illus. show crane at eastern end up side of Leamington Spa station; diagram (May 1957) of modification required for rubber bags.

Letters. 83;
Safety valve casings. Alan Wild.
See letter from Mike Lewis (Issue 71) and article by John Mudge (Issue 70). Accompanying photograph shows fireman handing driver safety valve bonnet which had fallen off No. 6990 Witherslack Hall whilst working 11.05 Weymouth to Birmingham on 11 July 1964. Writer what percentage of bonnets had a catellated joint. See also letter from Fred Jeanes on page 174 concerning damage and repair to No. 6000's safety valve casing in 1974..
An S & T linesman at Yeovil. Richard Putley
See Issue No. 73 page 35 for article by Peter Squibb. Cash register type route indicator at Yeovil; also one at Worcester Shrub Hill (see http://www.roscalen/signals...
An S & T linesman at Yeovil. Peter Squibb.
See Issue No. 73 page 35 for article by himself who notes that cash register indicator was no longer extant, that the lattice post GWR signal had also gone and that unidentied signalman on page 38 was Reg Trevett, his uncle!.
An S & T linesman at Yeovil. Ray Caston
See Issue No. 73 page 35 for article by Peter Squibb concerning signal box at Sparkford & Yetminster, and on Southern Region tail lamp policy for fitted freoghts....

Copsey, John and Turner, Chris Reading Central Goods Depot (Coley Branch). 84-117.
Constructed under Act of 4 August 1903 to serve the brewery owned by Messrs M. & G. Simonds and to relieve congestion at the depot on the main line. Detailed description of the line which commenced at a junction with the Berks & Hants line just short of Southcote Junction: the new line was approximately 1¼ miles long and required the demolition of some buildings, and the adaption of a building formerly owned by the Salvation Army. Spoil from works at Ealing was used to raise levels. The newly completed line was described in the GWR Magazine of June 1908 and the Reading Standard of 9 May 1908. In 1913 the Co-operative Wholesale Society took a lease on land to build a factory which opened in 1916 to manufacture foods (preserves, mainly jam). Baynes timber yard had opened in 1909. Traffic was heavy during WW1. Most of the shunting was performed by tender locomotives, initially by 2361 and 2301 classes. During WW2 LMS Class 2F (former Midland Railway) 0-6-0s were used. Tonnages of traffic handled are quoted; and the main traffics are considered in "boxes" towards the end of the article. These were petroleum (National Benzole and Regent Oil), coal (C. and G. Ayres was the main merchant); timber handled for Baynes, bananas for W.T. Vanderpump and incoming barley for Simonds brewery. The branch gradually declined, was singled, and closed in 1983.
Illustrations:
Map of branch as in 1920: inset plan of Central Goods Depot. 84
Agricultural buildings on future site of depot. 85 upper
Coley Junction freshly installed. 85 lower
Yard nearing completion. 86
Site plan: New Works Engineers Office, Paddington. 87
Alterations and additions to Yard Foreman's House (plans & elevations). 23 April 1909. 88
Salvation Army Hall elevations (front & rear) for modification works. 89
Coley Branch Goods Shed (ex-Salvation Army Hall): plan and side elevation 89-90.
Coley Branch Goods Shed: elevations of partially covered platform for loading/ unloading. 92-3
General view of yard looking towards goods shed with coal wharf and connection to Bear Wharf, steam traction engine. 94-5.
Co-operative Wholesale Society (CWS) factory which manufactured preserves, mainly jam: view of sidings after rail traffic had ceased; staff involved in handling onions for picking and bottling, and plan. 96-7
Berkeley Avenue bridge looking towards Baynes timber yard. 98.
Map (plan) of yard and sidings at Bear Wharf (Ordnance Survey 1932). 99.
Aerial view: April 1948. 100-1.
George Barker and Don Roberts in front of Regent Fordson tanker lorry. 102
Mobile crane with grab probably removing hard core from railway wagons. (R.K. Blencowe). 104 upper
GWR official photograph of motor lorry loaded with container taken on 24 May 1933. 104 lower
Mobile crane with grab (view from another angle and petroleum tank wagons, sheeted wagons in foreground presumably loaded with timber (R.K. Blencowe). 105 upper.
43XX No. 7318 with shunter's truck. 105 lower
Goods loading platform. 106 upper
Bill Purton's house and level crossing gates. 106 lower
County Lock with William George Purton, lock keeper. 107
Aerial view (1929) showing rail connection to brewery, Kennet Navigation. 108-9.
2F No. 3196 nearing Reading West with short freight off Coley branch in 1943 (M.W. Earley). 110.
Southcote Junction on 22 June 1919. 111 upper
Southcote Junction showing singled Coley branch. 111 lower: see also letter from Bob Crump (page 417) and photographs on p. 416 of No. 6313 off road thereat
Singled Coley branch (R.K. Blencowe). 112 upper
Up fixed distant on approach to Southcote Junction (M.W. Earley). 112 lower.
No. 2245 shunting near Berkeley Avenue bridge. 114
branch train passing Southcote Junction in its final years. 115
Southcote Junction signal box interior in 1956. 116.
Star class No. 4062 Malmesbury Abbey with Hawksworth tender. 117 upper: see letter from Eric Youldon page 174 and from D.J. Tomkiss page 236
Southcote Junction signal box exterior in 1959. 117 lower

Black Rock Halt. M.G.C. Smith. 118-19.
Colour photo-feature all pictures taken on 7 July 1960 near Black Rock Halt: No. 5540 on down service to Pwllheli ; 5565 on another down service on same day; 6306 on an up service.

Letters. 120.
Ex-MSWJR 2-4-0s. Mike Barnsley.
See page 56: notes that type worked the 08.15 from Newbury non-stop to Reading during the 1930s; minor details of footplates during their final period and work on rail tours during 1950s and possible Camwell film clips on video..
Paddington. John Lewis.
See picture page 6 bottom: considers that non-corridor set was improbable for journey to Weymouth; and comment on pictures on page 10 (notably upper) noting that although livery was restored that dining car was not new, and mention of milk churns.
Paddington. John Pearse.
See page 11 lower: suggests that train might have been an arrival and spelling of Kensal not Kensall Green; and letter from D. Walker on page 34 concerning Hawkeridge Chord and possible dispute between GWR and War Office over its use.
Paddington. Bill-Crosbie-Hill.
See page 2 et seq: tables of arrivals and departures in 1933 subject of comment  notably fast timing from Westbury to Reading demanded from Bulldog class on 11.45 from Weymouth
Bristol to Reading via Trowbridge. Bill-Crosbie-Hill.
See letter from D. Walker on page 34
London Division coaches. Geoff Brown.
See letter from Chris Forem on page 480 of previous volume: Hawksworth not Collett coach within Class 118 DMU set.

Standard Class 3 2-6-2T No. 82009 on freight train near Gogarth Halt in July 1962. M.G.C. Smith.  rear cover

Issue No. 75 (Summer 2010)

Copsey, John. The '517' class at work  Part 2. 122-45.
Began page 62
Illus.: No. 544 (auto-fitted and raised round-top firebox) 123: see also letter from Anthony East in Issue 83 p. 177
detailed working drawings (elevation and plan);  124-5
No. 571 at Lostwithiel on 14.50 to Fowey on 16 April 1927 (P.J.T. Reid); 127u
No. 563 (No. 568 see letter page 236 from D.G. Jones) at Severn Tunnel Junction  possibly on 12.05 to Newport; 127l
No. 1474 at Wolverhampton Stafford Road under repair on 3 March 1929 128u
No. 542 at Evershot with Yeovil to Weymouth auto train in September 1929. 128 middle
No. 522 taking water at Brecon on 11 May 1929: see letter from.Glyn Williams on page 236.. 128 bottom
No. 526 with "Clifton Down auto set" at Reading on 23 August 1930. 129 upper
No. 1469 at Wallingford in 1929. 129 middle: see also letter from Anthony East p. 177 (Issue 83)
No. 1473 Fair Rosamund in Oxford in 1938. 129 bottom
No. 1424 at Leamington. 130
No. 524 at Banbury. 131 upper
No. 571 on Swindon shed in August 1930. 131 middle
No. 1428 at Dauntsey with train of four-wheel stock for Malmesbury in 1930. 131 lower See also letter from Ron Davies  in Issue 83 concerning station canopy
No. 525 at Croes Newydd on 19 April 1931. 132u
No. 1164 at Oswestry in 1930s (R.S. Carpenter). 132m
No. 1471 at Newport Ebbw c1930. 132l
No. 1431 at Exeter St Davids on 24 August 1930. 133u.
No. 1162 at Exeter St Davids c1931. 133m.
No. 1164 on Exeter shed on 24 August 1930 (H.F. Wheeler). 133l
No. 1482 inside Croes Newydd shed c1933. 134.
No. 1436 at Swindon station on 24 April 1932. 135u.
No. 217 at Swindon station on Sunday 12 June 1932 with Tetbury service. (H.F. Wheeler). 133m. No. 569 withdrawn at Swindon on 21 May 1933. 135l
No. 829 at Gloucester station on 11 August 1932. (L.E. Copeland). 136u
No. 1444 at Chippenham station with No. 4946 Moseley Hall on 9 June 1930. (H.C. Casserley). 136l
No. 1477 at Uffington with Faringdon branch train on 23 June 1934. (E.M. Butterfield), 137.
No. 571 at Swindon shed on 3 March 1935 (H.F. Wheeler). 138u
No. 834 at Worcester on 6 September 1932. 138m
No. 217 inside Swindon shed on 25 June 1933. (V.R. Webster), 138l
No. 558 at Swindon Works in Autumn 1932. (H.F. Wheeler). 139
No. 1435 inside Swindon Works on 17 November 1935, 140.
No. 1482 at Oswestry with Gobowen train on 7 May 1935. (R.S. Capenter). 141u
No. 216 at Wallingford in September 1936. (J.C. Dewing). 141l
No. 1164 at Swindon Works on n2 June 1935. 142u7
No. 835 on Swindon dump in March 1935. 142m
No. 1487 being scrapped on 16 August 1936. (H.C. Casserley). 142l
No. 1436 inside Swindon shed on 13 November 1938, 143u
No. 848 at Oswestry on 23 August 1938, (V.R. Webster). 143l
No. 1161 at Swindon on 4 May 1946. (H.C. Casserley). 144u
No. 1442 at Wolverhampton Works in September 1935. 144m
No. 1163 at Weymouth shed on 13 August 1939, 144l
No, 1159 (last survivor) at Woodstock; on Oxford shed on 30 July 1939; and at Woodstock in 1947. 145.

Great Western countryside [Widecombe-in-the-Moor]. 146.
From GWR Magazine of 1928.

Chadwick,  John.  A start on the railway. 147-9.
Left Nuffield Exports to begin as an engine cleaner at Oxford shed. Progressed to fireman, but after service in the RAF and several years on the footplate returned to Nuffield Exports.

Crump, Bob. Callboy memories. 149.
A callboy at Pontypool Road locomotive depot during WW2 blackout. Problems encountered included apprehension by the local policemen for failure to provide adequate or excessive illumination for the bicycle used as transport and teh failure by those knocked up who fell asleep again.

Southcote Junction Pumping Station. 149-50.

Crosbie-Hill, Bill. Shunting at Devizes in 1943. 152-65.
It is difficult to believe that a town as significant as Devizes is railwayless, but it is, although apologists would point towards the facilities at Westbury and Patney. In 1943 the town was served by the original branch line from Holt which had been extended in tunnel under the Castle when the Berks and Hants Extension opened. Freight continued to arrive up the 1 in 52 gradient from Holt unless a banker was not available when it arrived via Lavington and Patney. The goods yard had been modified in 1908. During WW2 the population had expended from 7000 to 20,000 and this increase had put pressure on the system especially as shunting was "quite a complex affair" and involved using the siggle track tunnel as a headshunt. The Working Timetable of 1953 contained several instructions. 0-6-0PT Nos. 3735 and 7764 were regular motive power. Cites Nigel S.M. Bray's A Wiltshire railway remembered: the Devizes branch. Chippenham: Picton, 1984. 92pp. Illus.: staff on Boxing Day 1944, station c1954 viewed from the west, oil terminal, goods shed (originally broad gauge: several illustrations); Star No. 4043 Prince Henry arriving on 11.22 from Bristol Temple Meads in 1940 (D. Seaton); LMS 2F No. 3603 (D. Seaton). Further pensées from the author on page 236.

Christensen, Mike. The standard load and structure gauge of the GWR. 166-73.
Loading gauges. Specific restrictions for the Aberdovey tunnels.

Letters . 174 et seq
'Coley goods'. Eric Youldon
See page 117 upper (photograph of Star class No. 4062): it was partnered with a Hawksworth tender for three separate periods. No. 3058 also ran with this type of tender from June 1949 until withdrawn.
Safety valves. Fred Jeanes.
See article by John Mudge (Issue 70) and letter from Alan Wild on page 83 :concerns damage to No. 6000's safety valve casing near Cwmbran by it striking an overbridge and its subsequent repair at Swindon in 1974..
Safety valves. Edgar Brown.
See article by John Mudge (Issue 70) similar castellated brazed joints were used in French horns and in copper tops of Swindon double chimneys.
Safety valves. John Mudge.
See article by John Mudge (Issue 70) stresses that castellated joints not used during his working time at Swindon..
'King' trial – Ebbw Vale. Colin Roberts.
See page 356 (Issue 70) letter by Allan Pym). Reproduction of letter published by letter writer in Railway Observer in April 1977 and based upon discarded report found at Swindon Works. Nos. 6003 and 6007 were used on tests on 10 April 1938 between Rogerstone and Ebbw Vale hauling 926 tons and with No. 6007 acting as banker 1254 tons. Although the rail was dry slipping occurred, especially when starting. Boiler pressure was maintained on No. 6003, but fell on the banker which was being worked on full regulator and 50% cut off. See also letter from D.G. Coakham on page 236...
Crew change at Swindon. Alan C. Clothier. 174/177
See page 32: problems with Hawksworth tender: not so self-trimming as previous design; draughty, water poured into cab at water troughs. Also suggests why locomotive might have been where it was in picture.
Cold storage depots on the GWR. Reg Instone. 177
References to cold storage depots at Tilehurst (Scours Lane), Kennington and Crewe. Two large cold storage depots at either Avonmouth or Cardiff and at Aintree. Five further approximately half the size including one at Gresty Green. 40 further smaller depots of standard design including Harlescott Lane, Shrewsbury; Kennington, Wells, Hermitage, Banbury, Warwick, Stratford on Avon, Stourport, Llantaranam, and Hereford. Food distribution: Strategic value in WW2. Railway sidings associated with depots. See also letter from D.J. Tomkiss pp. 236/240.
GWR 42XX class 2-8-0T locomotives. R.S. Markes.
See page 339 et seq in previous Volume: cites Colin Jacks' Drawn by steam — memories of a Tyseley locoman (title corrected via BLPC) for 42XX banking bunker-first at Ledbury
GWR 42XX class 2-8-0T locomotives. D.J. Tomkiss. 180.
See page 339 et seq in previous Volume: photograaph of No. 7201 at Crumlin High Level on 27 May 1956. No. 7221 on fitted E class freight of iron ore tipplers.
GWR 42XX class 2-8-0T locomotives. R.S. Markes.
See page 339 et seq in previous Volume: cites >M.R.C. Price The Llanelly & Mynydd Mawr Railway (Oakwood Press) (BLPC modified): railway reconstructed to accommodate 42XX class to work anthracite traffic from Cynheidre colliery. In due course Class 37 diesels used but colliery closed on 24 March 1989.
GWR 42XX class 2-8-0T locomotives. S. Lewis
Position of rear vacuum brake pipes varied being to left or right of coupling.
Articulated ML sets. Andrew Fiderkiewicz
See Issue 72 page 470 (feature began p. 457): location was Exeter Riverside yard. Also notes the different positions of the balance weights on Nos. 2207 (Issue 24 page 470) and 2254 (Issue 24 page 449): see letter from Alf Powick on p. 420 which notes that some 2251 class were balanced on the Stroudley system.

Oxford cross-country traffic in the 1960s. M.G.C. Smith (phot.). 178-9.
Colour photo-feature photogrphs taken 10 August 1963: No. 6831 Bearley Grange on northbound special; rebuilt West Country No. 34042 Dorchester on northbound Pines Express having arrived from Bournemouth and train taken forward by  No. 6923 Croxteth Hall.

Interior of goods shed at Devizes. P. Strong

Former Super Saloon as W9112 at Old Oak Common on 8 March 1964. M.G.C. Smith. rear cover
Formerly Queen Mary: in chocolate & cream livery. See also letter from Peter Chatman on page 236..

Issue No. 76 (Autumn 2010)

Gloucester Central station with 41XX 2-6-2Ts Nos. 4109 and 4130 on 19 October 1963. M.G.C. Smith. front cover

Copsey, John. Passenger Operations at Paddington Station. Part 4. 182-203.
The 1930s: much of the story is told through photographs taken by or for the Great Western Railway although some aspects are only covered in the text, notably the arrival of the Post Office tube to handle Royal Mail and the evacuation at the beginning of WW2. The illustrations:
platform extensions using pre-cast concrete blocks: plaforms 6 and 7: 5 June 1931. 182 top
building Arrival signal box: 1 March 1932. 182 lower
No. 6010 King Charles I arriving passing platform building work. 183
Departure signal box and colour light signals. 184
interior Arrival signal box: November 1933. 185 top
Arrival signal box with sun blinds extended. 185 bottom
Lawn area on 15 September 1933 with Whiteley's timetable clock. 186 (2 views)
Plan of The Lawn, refreshment rooms, entrance to hotel. 187
Plan of whole station c1936. 188
Roofscape on 30 April 1937. 189 top
Suburban station on 20 April 1935. 189 bottom
Platform 15 looking east on 11 September 1936. 190
Roofscape on 30 April 1935 showing platform extensions. 191 top
No. 2944 Highnam Court arriving 30 July 1933. 191 bottom
Parcels Receiving Depot on 25 January 1935. 192
Paddington Parcels viewed across throat. 193 top
Interior Parcels Depot with motor lorry B1358. 193 bottom
Table summerising platform arrivals and departures: Summer 1935. 194
Departure indicator on the Lawn May 1937. 195
Platform 1 with Cornish Riviera waiting departure in June 1935. 196
2221 4-4-2T No. 2246 arriving on up fast on 30 July 1935. 197 top
No. 4065 Evesham Abbey on arrival in Platform 10 on 6 May 1935. 197 bottom
No. 4933 Himley Hall arriving on 11.53 fast from Reading on 20 March 1937. 198 upper
43XX No. 6388 on carriage pilot duty on 20 August 1938. 198 lower
Castle No. 5050 Earl of St. Germans backing out on 16 April 1938. 199 top
Arrival signal box following fire in 25 November 1938. 199 bottom
No. 5003 Lulworth Castle on 22.10 Paddingon to Penzance Postal in January 1939. 200
Star class No. 4022 Belgian Monarch on 22.15  restaurant car express for Weymouth Quay for 02.30 Channel Islands sailing. 201 upper
No. 6108 on 22.00 for Bourne End. 201 lower
No. 6119 with 19.30 fast for Windsor in May 1939. 203 upper
Refreshment trolley on 15 February 1939. 203 lower.
See also letters on page 417 from R.D. Hughes (concerning Castle class involved in buffer stop collision in period 1962-3); and from Allan Pym concerning signalling initiated in 1932 between Paddington and Southall which merely replaced semaphores by colour lights, but points remained manually operated

In close up. Maurice Earley. 204
Castle class cylinders with mechanical lubricator.

Ettle, Keith. A Sunday jolly at Dainton. 205-11.
On the Sunday 7 May 1939 Capt. F.H.G. Layland-Barratt, who lived at Torquay Manor, Captain W.L. Sparkes and W.F.P. Kelly went on a photographic expedition to Dainton Summit and took photographs of themselves and King and Castle hauled trains and a picture of two of the party with motor car (1937 Bentley) in a drive overlooking Torbay: the photographs: Alan C. Clothier wrote about nature of Dainton incline and the mirror provided to assist signalman at summit ensure that passing trains were complete. More information collated by Keith Ettle in letter on pp. 338; 360. Allan Pym adds further information on signalling at Dainton, noting that some of observations made in letters related to WW2 changes!
Entrance to tunnel. 205 left.
Photographers at Dainton up starter. 205 right
Train hauled No. 6004 King George III. 206 iop; passing group middle and departing 207
Telephone box to signal box. 206 middle
No. 5014 Goodrich Castle on up train approaching, passing and entering tunnel. 208-9
View from top of tunnel looking west on 22 May 1955. (J.H. Moss). 211 upper
Two of party wirh Bentley in drive at Goodrington? 211 lower: Paul Jennings (p. 297): Marine Drive Torquay. Andrew Fiderkiewicz (letter p. 338): house is in Whidbourne Avenue: Marine Drive was built to relieve unemployment.
There is also a track diagram from the signal box and regulations for handling freight over the severe gradients

Lewis, John. GWR horse traffic and horseboxes. Part 1 — The traffic. 212-25.
Much interesting information relating to the operation of horseboxes (and to an extent other four-wheel vehicles on express trains). Charges for the transport of horses, singly or in multiple; transfer costs to other railways; problem of Westinghouse brake requirements, mainly on Great Eastern Railway and Great Eastern Section LNER. During WW2 there were several derailments involving an LNER fish van and two GWR horseboxes. This led to a Committee organized under Hall (CME's department, Pencock, Traffic department and Hookson, Chief Engineer's Dept) who commissioned Scholes, Ell and Hancock of the CME's Dept and Hutt of the Chief Engineer's Dept) to perform tests and make recommendations. The tests showed up violent rolling between Puxton and Yatton, and three further derailments were experienced in service. The results and recommendations were summaried in a letter from Quartermaine to his opposite number on the LMS: W.K. Wallace (one of the new derailmenrs involved an LMS vehicle). Longer wheelbase and stronger suspension were recommended, Part 2 page 339.

Turner, Chris. Carriage & Wagon Department electrician's mate. 226-32
Roy Pembroke and Fred Lyles worked under supervisor Charlie Jones at Reading both on routine checking and to respond to faults in service (sometimes they would have to travel with the defective vehicle). Routime maintenance included replacing light bulbs, tightening dynamo belts, checking inter-coach connections and topping up batteries with distlled water, Illus.: Electricians' cabin at Reading, dynamo and belt, battery, brake compartment of 70ft brake third showing lighting master switch, Railcar No. 1 with auto trailer.

Crump, Bob. Firing engines with sloping grates. 233-6.
Included 53XX class. Notes how slipping whilst in motion could be stopped by turning on injector. Taff Vale A class at Pontypool Road were poor steamers.. Illus. cab fittings of 43XX class with key.

Letters. 236.
Super Saloon. Peter Chatman
See Issue No. 75 rear cover: Super Saloon 9112 shown was purchased for preservation in September 1967 (photograph taken 1964). Located initially at the Great Western Society's depot at Taplow, it was moved to the Society's Didcot depot in November 1967. Its restoration both internally and externally was completed in 1975, and with its name Queen Mary reinstated, it saw further main line use as part of the Society's Vintage Train until operations ceased in 1980. It can be seen at Didcot, together with two other preserved Super Saloons Nos. 9113 Prince of Wales and 9118 Princess Elizabeth. 9113 is presently undergoing a major overhaul and 9118 (rebuilt in 1935 with a kitchen facility) is in restored condition.
Shunting at Devizes. Bill Crosbie-Hill
See page 152: regarding author's memory of the up goods train worked by an LMS 0-6-0 as being 'something to do with the war' has caused him to contemplate the following. The War Department (WD) sidings at Hawkeridge were situated on the up side of the GWR line between Westbury and Trowbridge. Any train leaving these sidings bound for the Berks & Hants line only had an uninterrupted run via Devizes. Hence the unusual routeing for a Westbury engine. The destination was almost certainly the reception sidings at Thatcham (WD) where outgoing vans and wagons could be readily picked up for the return trip to Hawkeridge. This would have been made tender first via Lavington and Westbury. The 0-6-0 would have needed a stop for water at Savernake Low Level, but otherwise had a clear run. Douglas Seaton, who photographed this train on more than one occasion, may not have 'twigged' its place in the war effort. His son Clive said the family were always surprised he got away with taking shots of passing trains in wartime. In the case of this particular train, he was certainly pushing his luck!
Ebbw Vale Trial. D.G. Coakham
See letter from Colin Roberts on page 174: regarding the trial of Kings on the Ebbw Vale ore trains: writer remebered a brief account in Railway Magazine for July 1938 which stated "presumably a new locomotive design is in contemplation for this service based on 'King' dimensions", but WW2 intervened, and not until the RCTS series on GWR Locomotives included the drawing of its proposed 2-10-2 tank engine did we see what had been missed. The appearance of BR standard Class 9s on Ebbw Vale ore trains was a clear indication of a genuine need for such loco power. Few photographs have appeared, but on one journey by DMU from Newport to Ebbw Vale several 2-10-0s were seen at work all the way up the valley; in one case at least there was a 'nine' at each end and in another they were double-heading an ore train. Going back to the 1938 trials, writer heard deprecatory comments on the amount of slipping that took place - in the circumstances whatcould be expected from an express engine with 6ft 6in coupled wheels?
'517' Class. Glyn Williams
See picture on page 128 bottom photograph of No. 522 at Brecon: G.H.W. Clifford photographed the engine on a down train at Builth Road low level station on the Mid Wales line. L&GRP No. 4034 shows the same engine at the same place though on a different occasion: wonders whether these engines worked over the entire length of the branch or if they were restricted to its southern end, working between Builth Road/Builth and Brecon. See also letter in Issue 79 page 420 from J.A. Smith who states that 517 class could have been seen naywhere between Moat Lane and Brecon and gives workings (which were not through ones!).
'517' Class. D.G. Jones
See lower photograph on page 127. The numeral 3 on GWR cast plates always terminated in a top horizontal bar (as in the numerals 5 and 7). Despite appearances, the locomotive shown at Newport High Street station is therefore No. 568. According to the relevant RCTS publication, No. 568 was auto-fitted from June 1927 until withdrawal in March 1932.
GWRJs 73, 74 & 75 . D.J. Tomkiss. 236; 240.
See issue No. 74 page 74, the lower photograph, the locomotive is standing on inside-keyed track at an island platform with distinctive stanchions and barge boards and the building thereon has horizontal boarding: all Barry Railway features. In front of the headlamp is a notice board headed Barry Railway. Can the location and date of this photograph be identified? The only Barry Railway stations with island platforms at the pre-group were Cadoxton, Barry Docks and Barry. See also letter from John Hodge (Page 420) which questions the Barry location.
See Page 117 upper photograph. It appears that the last three Star class in service had a full house of tenders. Here is 4062 with a Hawksworth, 4061 had a 4000 gallon Collett, while 4056 had the original 3500 gallon type. Incidentally, train 205 was the 12.00 Penzance-Crewe, so this Swindon-based engine has got about a bit.
Further to the correspondence on the afternoon Bristol-Reading via Trowbridge, this train does not appear in the GWR timetable for October 6th 1947 and UFN. Instead there is the 14.38 Bristol-Reading (arrive 18.00) via the Bradford Junction's north curve. There were no direct trains from Bristol to Trowbridge between 12.45 and 16.32, during which period there were two options via Radstock and change at Frome!
The photograph of 7012 at Swindon (GWRJ No. 73, p. 32/33) surely this is either the 13.55 down, due Swindon 15.33-15.35, or the 13.50 SO due 15.25-15.28, both for West Wales with reversal at Swansea? But, is it Swindon? What are domestic houses doing there? Where are the reception roads for the wagon works, the strip of waste ground, the fitting and machine shop No. 15? Beyond the locomotive there should be 12 tracks and the up platform end with the west end bays in it which extended further west than the down platform. Can anyone explain? Hypothesis rejected by Clothier on page 297
Concerning Reg Instone's letter on cold stores (Issue 75 page 177),: near Llantrisant on the Mwyndy to Pontypridd branch. Situated south-east of Cowbridge Road Crossing on what is now the A4222, it was connected to the branch at New Park Ground Frame, 31 chains east of Mwyndy Junction. The connection was brought into use in July 1943 for the Ministry of War on behalf of the Ministry of Food. The single connection split into two sidings on the one side of the building, becoming one just before their end and with a crossover about halfway along. The siding was transferred in September 1953 to the Wales and Monmouthshire Industrial Estates Ltd. and was disconnected in May 1966. The building appears in the background of a photograph on page 66 of The Ely Valley Railway by Colin Chapman, Oakwood Press LP 215.

Gloucester Central. M.G.C. Smith (phot.). 238-9.
Colour photo-feature: No. 1455 in Chalford bay with morning service to Chalford 0n 19 October 1963 and No. 6381 on 19 October 1963 — light engine and on service to Hereford? See also letter from George Conway (417; 420) and from C.S. Jones in Isssue 83 p. 176.

No. 1440 propelling auto coach on southern approach to Gloucester in September 1963. M.G.C. Smith. rear cover
See also letter from Julian Martin on p. 417 and letter from George Conway (417; 420) for details of what was visible within picture and from C.S. Jones in Isssue 83 p. 176.

Issue No. 77 (Winter 2011)

Castle No. 7026 Tenby Castle passing Iver with up express on 2 February 1963. M.G.C. Smith. front cover
Snow and low temperature

Turner, Chris. Reading passenger pilots in the early Postwar years. 242-57.
Memories of former shunter Maurice Northway; engineman Harry Miles. fireman Tom Mann; passenger shunter Peter Dussold. Notes on slip coach working; auto coach workings (unpopular to uncouple and couple and forgetting whistle cord); tail loads; parcels van workings; gas tank workings; theatrical traffic; exchange with Southern Railway/Region. Illus.:
No. 4085 Berkeley Castle (tender lettered BRITISH RAILWAYS) at west end of Reading station on 3 June 1950 (W. Gilburt). pp. 242-3
43XX with LNER passenger brake at east end in the late 1940s. p. 244
No. 4931 Hanbury Hall in Up Bay on 3 June 1950. p. 245
No. 5043 passing Oxford Road Junction with 15.30 to Plymouth with West Country Pacific waiting road on 13 February 1956. p. 247 upper
Stopping train from Newbury held at approach to Reading West Main Junction on 12 January 1955. p. 247 lower
No. 6366 shunting slip coach off 08.30 ex-Pymouth on 2 February 1953. p. 248
No. 6383 with interesting cattle box on 2 September 1951 p. 249
No. 6965 Thirlstaine Hall removing vans off up express on Sunday 23 April 1950. pp. 250-1
No. 6975 Capesthorne Hall in GWR livery on 15 May 1948 p. 252
No. 5948 Siddington Hall on 26 August 1950 p. 253 upper
No. 6393 with Southern Region utlity van on 26 August 1950 p. 253 lower
No. 5036 Lyonshall Castle on 3 June 1950. pp. 254-5
No. 6924 Grantley Hall on Up Line turn. p. 256
No. 7813 Freshford Manor in 1964. p. 257

The winter of 1947. 258-9.
Three photographs of activity on 22 February 1947: attempting to thaw couplings and steam pipes on corridor train at Old Oak Common; frozen points in Acton Yard and fire devil at water column.

Copsey, John. Passenger operations at Paddington Station. Part 5. 260-90.
Covers the WW2 period when the GWR came under the control of the Railway Executive Committee reporting to the Ministry of War Transport. Many of the photographs are from the National Railway Museum and are presumably either Great Western Railway or Government official and provide a mixture of bomb damage and "for information" with both troops and civilians standing to attention. There is a lack of pictures of evacuees boarding trains at Paddington as the initial evacuation of children took place at Ealing Broadway because of its excellent interchange with London Transport. To accommodate the evacuation specials there was a considerable reduction in ordinary passenger services and most restaurant cars and sleeping cars were withdrawn. Later there was some relaxation in these restrictions, but there was tight control following the evacuation of British troops from Dunkirk and prior to the liberation of France. As part of the plans for this special sleeping car trains were run from Newquay to London (as Newquay was the favoured point of arrival for transatlantic flights). The V1 attacks in the summer of 1944 led to a second evacuation exodus of mothers and children.On 6 January 1945 the GWR annoyed the Minister of War Transport by running a race special to Cheltenham with a saloon for officials.
Illus.:
Praed Street looking west on 15 August 1937  p. 260
No. 6000 King George V crrying reporting number 36 waiting departure from Platform 1 in September 1939 p. 261
Westbourne Bridge signal box with windows bricked up and hooded colour light signals in April 1940 p. 263
Torbay Express and Cornish Riviera Limited with roof boards on plain chocolate liveried trains in Paddington pp. 264-5
Emergency Control Room in basement on 20 April 1940 p. 266
Bomb damage from 11 April 1941 (note priest standing above) p. 267
Bomb damage from 11 April 1941 departure side exterior p. 268
Bomb damage from 11 April 1941 departure side following clearing up p. 269 upper
Bomb damage from 11 and 16 April 1941 seen 17 April showing extent of damage p. 269 lower
Bomb damage from 16 April 1941: photograph from roof on 28 April p. 270
Damage to Post Office and Boots on Platform 1 as photographed 24 April 1941 p. 271 upper
Mobile Emergency Canteen built at Swindon photographed at Paddington on 15 October 1941. p. 271 lower
Repairs to departure side roadway as photographed 29 May 1942. p. 272
Female left luggage staff retrieving items for passengers including servicemen on 28 May 1942. p. 273
Female driver of electric tractor and trolleys alongside chocolate & cream train on Platform 6 on 28 May 1942. p. 274 upper
Female ticket inspector receiving banknote from first class passenger on 28 May 1942. p. 274 lower
Female ticket inspectors checking tickets held by soldiers and airmen at ticket barrier on 28 May 1942. p. 275
Female porters loading diesel parcels car on 28 May 1942. p. 276 upper
Female porter pulling barrow of parcels probably at Bishop's Road Parcels Receiving Depot on 28 May 1942. p. 276 lower
Damage to roof above Platforms 6/7 on 22 March 1944. p. 283 and 284/5; 286; 287 (two)
Repaired roof on 10 April 1946 with County No. 1002 without name on arrival. p. 289 and 290 (looking up)

Lewis, John. No. 254, the first gangwayed first. 291-3.
50ft long passenger vehicle constructed in 'Bay Window' style with clerestory roof, flat doors and gas lighting. Delivered from Swindon in Nivember 1890 (ordered June 1890). Companion second and third class vehicles were ordered and constructed at same time.

Thame station. M.G.C. Smith. 294-5
Three colour photographs taken on 24 March 1963 after closure to passenger traffic:. see letters from Richard J. Stevens and K.H. Carlyon on page 338 (latter refers to stacks of bullhead rails probably lifted from elesewhere on disused track...

90XX No. 9013 on 98.30 ex-Banbury freight at Princes Risborough (note upper quadrant signal) in March 1948. 296
Photograph submitted Hugh Harman. See also letter from John Bates on p. 338. who states that locomotive illustrated was No. 9015 as the cab windows came from Duke No. 3262: further No. 9015 was allocated to Didcot.

Letters.  297
Crew change at Swindon. Alan C. Clothier
Firmly locates picture on page 32 at Swindon and rejects suggestins made by D.J. Tomkiss page 236
Bentley overlooking Torbay. Paul Jennings
Location of Bentley on page 211 lower: Marine Drive, Torquay: looking towards Brixham

Snow at Iver. M.G.C. Smith. 298-9.
Colour transparencies taken in snow at Iver on 2 February 1963: Castle No. 7026 Tenby Castle passing Iver with down express; No. 6994 Baggrave Hall leaving up loop with freight (vans); No. 6834 Dummer Grange on freight.

2 ton steam crane at Reading shed: Loco. Department Crane No. 116 in 1949. M.W. Earley. 300.

No. 6908 Downham Hall passing Iver with down freight on 2 February 1963. M.G.C. Smith. rear cover

Issue No. 78 (Spring 2011)

No. 9477 approaching Platform 4 with empty stock with Hall arriving on express on Saturday 12 August 1961. front cover

Copsey, John. Passenger operations at Paddington Station. Part 6. 302-36..
Easter 1945 attracted heavy holiday traffic, and this was repeated on 8 and 9 May the Official Victory Celebrartiona when demand exceeded supply. Between 4 and 9 June specials were run for returning evacuees. 1945 summer timetable. Sir? Gilbert Matthews, Superintendent of the Lineand Sir Jame Milne petition Ministry of Transport to run extra trains. VJ Day 15 August 1945. Some restaurant cars were restored from 31 December 1945. County class introduced. From 4 March 1946 business express at 09.00 for Wolverhampton, returning at 16.25. With the 1946 summer timetable both the Cornish Riviera and Torbay Express had reduced journey times. From May 1946 slip coaches were restored on the 09.05 to Bristol (slipping at Bath) and on the 19.55 to Swansea at Stoke Gifford for Bristol. There were now eight services to Bristol with dining cars. A good attempt had been made to return to normality, but the fuel shortage in the winter of 197 leds to cutbacks in expresses. Under British Railways services to High Wycombe and Aylesbury were concentrated at Marylebone and services from Paddiongton were diverted to the route via Maidenhead. Platforms 14 and 15 were used as terminal platforms, but a couple of Hammersmith to Whitechapel London Transport trains used the same platforms to ensure that the conductor rails were kept clean. Illus.
Exterior departure side: Eastbourne Terrace on 25 July 1947 showing bomb damage and temporary structures. p. 301
Praed Street frontage on 25 July 1947. p. 303
No. 1 Platform on 28 February 1946: bamb damage and Lyons Corner House p. 304
No. 1 Platform on 28 February 1946:  further west: stairs of footbridge: bob damage. p. 305
Arrivals road 1948 (Olympic banner) and entrance to Underground line; p. 396 upper
1933 office block, Underground station entrance, Royal Hotel on 25 July 1946. p. 306 lower
Aerial photograph 19 May 1948 307
1933 office block on 25 July 1946. p. 307 top right inset
Arrivals side: Platforms 9 and 10: Square Deal campaign with Southern Railway lorry AYL 330 carrying Square Deal poster. p. 308
Platform 4 ticket barrier with 13.45 departure and Gresley full brake at bufferstop on 13 March 1946. p. 309
Castle hauling empty stock on 6 September 1947. 311 upper
No, 6152 on down local from Platform 14 (electrified) on evening of 24 June 1947. 311 lower
No. 1005 County of Devon on 16.15 to Bristol; No. 6857 Tudor Grange on 15.55 to Neyland and N. 5031 Totnes Castle on 16.10 to Birkenhead on Friday 12 March 1948
The Lawn with GPO vans on 28 October 1949. 314
Mercury tractor HYK 695 (MT 415W). 314 inset
Departure side looking west om 28 August 1949. 315 upper
No. 6155 wth express headlamps (limited stop to Slough then all stations to Reading) and Modified Hall? on 21.10 (Tuesdays, Thursday, Saturdays only) to Weymouth Quay on Tuesday 6 September 1949. 315 lower: Eric Youldon (page 417) notes that was modified Hall
Taxi cab road into arrival side. 316
Platform 9 with taxi cab road above on 24 February 1949. 317 upper
No. 1501 on empty stock om 17 September 1949. 317 lower
View from station roof showing approach tracks (station throat) (L.E. Copeland). 318
Brown-Boveri gas turbine locomotive No. 18000 with dynamometer car at Platform 1. 319 upper: see also letters in Number 83 p. 176 from Edward Chaplin and J. Batts
No. 1021 County of Montgomery on 13.30 Paddington to Penzance on 27 June 1949. 319 lower
King hauled arrival in Platform 8 on 08.30 ex-Plymouth. 320
Castle arriving on Sunday 09.40 Plymouth to Paddington via Bristol. 321 upper
No. 7903 Foremarke Hall easing out at rear of empty stock from Platform 4. 321 lower
Aerial photograph 19 May 1049. 322-3
Aerial photograph of station approaches on 27 June 1949. 324
No. 7007 Great Western departing on 21 july 1949 (C.C.B. Herbert). 325 upper
No. 1027 County of Stafford (tender lettered "BRITISH RAILWAYS in GWR style) on turntable in Ranelagh on 7 September 1949 (C.C.B. Herbert). 325 lower
Platform 2 looking towards buffers with luggage and bundles of newspapers or magazines ready for loading  on 2 September 1952. 326
No. 7034 Ince Castle at Platform 1 waiting to depart on 13.15 to Bristol and Weston-super-Mare on 13 July 1954 (B.Y. Williams). 327 upper
No. 7034 Ince Castle at Platform 1 waiting to depart on 13.15 to Bristol and Weston-super-Mare on 13 July 1954 from different side (B.Y. Williams). 327 lower, see letter from Bill Crosbie-Hill
Star class No. 4061 Glastonbury Abbey departing with train for Midlands, possibly via Oxford in 1955. 328 upper
No. 7007 Great Western arriving with 06.50 from Wolverhampton via Worcester. 328 lower
No. 6027 King Richard 1 arriving with 08.15 ex-Perranporth Saturdays only (C.R.L. Coles)
Britannia Pacific at front of The Red Dragon. (C.R.L. Coles)
Britannia Pacific No. 70018 Flying Dutchman alongside Castle No. 5089 Westminster Abbey on The Red Dragon. on 4 August 1952. (R.C. Riley)

Letters. 338; 360
Thame. Richard J. Stevens.
Childhood memories of station in early 1960s when passenger traffic worked by 61XX class
Thame. K.H. Carlyon
Photograph shows stacks of bullhead rail ready for loading onto wagons.
Paddington. John Tymons
Autobiographical letter from someone who thought he had travelled from Paddington to Holyhead, spent WW2 near Valley RAF, then moved to Berrick Prior Oxon and knew railway at Wallingford in 1940s.
'Earl' at Risborough. John Bates
Locomotive illustrated was No. 9015 as the cab windows came from Duke No. 3262: further No. 9015 was allocated to Didcot.
Dainton. Andrew Fiderkiewicz
House in Marine Drive, Torquay: precise location
Dainton. Alan C. Clothier.
Nature of Dainton inclines, location of summit and the mirrow provided to asssist signalman at summit ensure that passing trains were complete and working of traffic from quarry
Dainton. Keith Ettle.
Collated information from e-mails on the unusual signalling arrangements at Dainton, with distant signal in tunnel, the use of repeater distants, the use of motorized signals; also on the Bentley car DTT 545. See also letter from Brian Hillier in Issue 83 p. 176 (on distant signals in tunnels).

Lewis, John. GWR horse traffic and horseboxes. Part 2. – the earlier GWR horseboxes. 339-50.
Part 1 on page 212. The GWR owned 633 horseboxes in December 1892; 837 by the end of 1902 and 842 in December 1910. Then there was a problem of classification as special cattle vans were introduced. Following the influx of vehicles at the Grouping there was a further peak of 850 vehicles. Diagram N1 was the initial standard horsebox, built between March 1870 and August 1876 in nine lots. They had a body length of 14ft. Diagram N2 vehicles were built between 1879 and 1885. These two designs had a bail platform adjacent to the groom's compartment. Cites Janet Russell Great Western horse power and J.H. Pictorial record of Great Western coaches Part 1. See also letter from John Lewis in Issue 84 page 240 on way groom's doors were hung

Drawings of cattle pens. 351-3; 356-7.
Reading drawing office  13 May 1902 Drawing No. 20328 using bridge rail

[Paddington in colour]. 354-5; 358-9 (also front and rear covers). M.G.C. Smith
No. 1505 approaching Platform 4 with empty stock on Saturday 12 August 1961. p. 354 see also letter from Eric Youldon page 417
No. 5932 Haydon Hall arriving Platform 6 with 04.25 ex-Fishguard on Saturday 12 August 1961. p. 355 upper
No. 6163 hauling empty stock out of Platform 8 on Saturday 12 August 1961. p. 355 lower
No. 9418 hauling empty stock out of Platform 10 on Saturday 12 August 1961. 358
No. 6001 King Edward VII departing on 13.10 Paddington to Birkenhead Saturdays only on Saturday 19 August 1961. 359 upper
No. 6001 King Edward VII awaiting departure on 13.10 Paddington to Birkenhead Saturdays only on Saturday 19 August 1961. 359 lower

No. 6003 King George IV arriving with up Red Dragon on Saturday 19 August 1961. rear cover

Issue No. 79 (Summer 2011)

Parker, Richard  and Copsey, John. Honeybourne Junction. 362-97.
Honeybourne station is situated on the Oxford, Worcester & Wolverhampton Railway where it intersected Buckle Street, the Roman road known as Icknield Street: it opened on 4 June 1854 from Oxford to Evesham and should have been a mixed gauge line, but the OWWR was very reluctant to lay the third rail necessary for the broad gauge and the Board of Trade and its inspector (Galton) attempted to place an injunction forbidding the line to open. The OWWR Act of 4 August 1845 included a branch from Honeybourne to Stratford-on-Avon, but when this opened on 11 July 1859 this was empowered by a Branch & Extensions Act of 1853. The West Midland Railway was formed on 1 July 1860. In the earliest days there was a lack of formal arrangements for banking towards Campden Tunnel, but by 1866 baanking engines were stationed at Honeybourne. The Great Western Act of 1899 included powers for new loops to be built to connect an upgraded branch line to Stratford with its projection southwards to Cheltenham to form a new main line between the Midlands and the West of England and South Wales in competition with the Midland Railway. Following the opening of these loops a new station was built at Honeybourne.
Honeybourne Junction for Stratford-on-Avon branch... and Cheltenham (running-in name board). See also Issue 82 p. 96. See also letter in Issue Number 83 pp. 177; 180 from Roger Franklin on his father's work as shunter. Concluded from p 460.
Station viewed from Evesham end in 1930s. 363
map with railways and road 1919. 364
Station: early photograph probably 1880s. 365
plan of loops and junctions. 367
plans for engine shed signed G. Armstrong, Woverhampton on 30 November 1896 and J. Dixon, subsequently (last 29 May 1903). 368
Sttaion c1914 wuth Armstrong Goods on Down Relief road, local passenger train behind tank engine possible for Stratford and 4-4-0 on down train formed of vans. 370
Looking from Buckle Street bridge towards Oxford showing junctions off to Stratford. 374-5
48XX 0-4-2T and auto trailer/s on Cheltenham train in 1930s. 379 upper
Dean Goods Nos. 2580 and 2339 in Up yard in June 1937 (W.A. Camwell). 379 lower
Map: evolution of Honeybourne district beteen 1904 and 1947, notably RAF Honeybourne. 381
Looking along Down main platform towards Evesham in 1935. 384-5
No. 1406 possibly running round its train c1947. 386 upper
No. 1424 with auto trailer standing at No. 2 platform, c1950. 386 lower
main station buildings on platform 1 (including refreshment room). 387
No. 7005 Lamphrey Castle on up express in 1950s. 388 (main)
bridges: original and girder carrying road over lines. 388 lower
Porters Jim Hughes, Ted Keyte and Dick Hope relaxing on platform in 1943 (station master's house in background) 389
aerial photographs of statiom and junctions taken on 27 and 1 August 1946. 393-4
4575 2-6-2T hauling Cheltenham to Honeybourne train at West Loop Junction in August 1955. 395 upper
Up bracket signal at Honeybourne West Loop Junction. 395 lower
Honeybourne South Loop Junction signal box. 396

In close up: 51XX cab. C.F. Tickle (photographer). 398
No. 5185 showing wooden covers to tank tops, hand brake and lockers.

Lewis, John. GWR horse traffic and horseboxes. Part 3 – Modern horseboxes. 399-406.
Diagram N10 built as Lot 1132 consisted on only 7 vehicles and were built in 1907: these had a bail compartment, grooms compartment, horse compartment and luggage compartment. They had gas lighting, steam heating and dual braking (the Westinghouse brake was removed during the 1930s). Some vehicles were hired to individuals and the Earl of Carnavon and Frank Bibby (either father or son). Diagram N11 was also introduced as Lot 1132 in 1907 and was built in Lots 1163, 1184, 1205 and 1221 until 1913: total 113 vehicles. Diagram N12 covered three Lots, totalling 60 horseboxes, constructed during WW1 between 1915 and 1918: they were basically the same size as the N11s, the difference being the N12 were steel-panelled (except for the horse compartment doors and flaps) whilst the N11s were wood panelled, rather like the change in 'Toplight' coach bodies during the same period.
Hirings included to Sir John Thursby of Marlborough, E. Manton of Lambourn, Colonel Hall-Waister of Rushey Park, R.R. Jefftrey of Devizes, W.A. McKie of Lavington; Captain. D. Hughes Morgan via Tenby Station, Frank Bibby and  Captain F. Brian Bibby, J. Run Walker via Shifnall Station, Wm. C. Cooper via Tenby Station, David Harrison via Tenby Station, F. Cole via Upton Station, Sir W. Nelson via Compton Station T.J. Cagg via Codford Station, W.J. Robinson of Foxhill, W. Astor [altered to Viscount Astor], Manton, Marlborough, Wilts (note in brackets in the register Mr G. Taylor: was he the Astor's trainer?), Duke of Westminster, Kingsclere, Burghclere, W.C. Bart via Codford Station, A.W. Parkes via Codford Station, 'Sir Mottram Clark via Upton, The Earl of Roseberry via Great Shefford Station, James White, Foxhill, Shrivenham, H. Bardsley via Taunton, J.H. Crawford, Bishops Cannings, Devizes, R.B. Dobell via Lambourn Station, W.T. de Pledge via Lambourn Station, Mortimer Singer Esq, Wantage Road, E.C. Pratt, Lambourn (trainer), J.B. Joel, Wantage Road Station (very successful racehorse owner: LNER A3 Pacific No. 2751 was named Humorist after one of his horses that won the Derby in 1921), Capt F. Forester, GWR Collingbourne (rewritten for Mrs Bender in April 1927, and again for Mrs E. Harper, between May 1928 until July 1932, Mr R.C. Dawson, Great Shefford (owner and trainer for the Aga Khan III), H.L. Cotterill, Lambourn (trainer), one hired to Bertram Mills' circus for their 1934 tour), F. Gretton, Lambourn, Sir William Cooke, Upton & Blewbury (Peppercorn A2 Pacific No. 60535 Hornets Beauty named after one of his horses), G. Hagg, Shrivenham,  C.L. Cotterill, Lambourn and C.L. Davis, Tern Hill. No. 345 was modified for use in experiments concerning the running qualities of short 4-wheel vehicles in fast trains, in 1943.
Illustrations: N11 No. 197 at Cardiff on l July 1949 in the post-1934 GWR livery with the 'shirtbutton' monogram just about visible, and its 'XP' painted out, although it may have been fitted with 3ft 6in springs.

In close up: calf on platform barrow. Ian Nash (photographer). 406
Photograph taken at Reading in 1964

Tatlow, Peter. Great Western standard 6-ton cranes. 407-11.

Chadwick, John. Nights on the Oxford station pilot. 412-13.

Vale of Rheidol. M.G.C. Smith (photographer). 414-15; 418-19.
Colour photographs: No. 9 Prince of Wales is illustrated in July 1962 at Park Avenue level crossing in Aberystwyth; and awaiting departure from Aberystwyth and same locomotive in July 1963 at Devil's Bridge (very slow service)

No. 6313 (43XX) off-road at Southcote Junction in 1949 or 1950. Bob Crump. 416

Letters. 417; 420.
Coley branch. Bob Crump.
See illustrations of Southcote Junction in Issue No. 74 (page 111) and pictures on page 416: No. 6313 had an excessive supply of coal on the tender due to the coalmen being paid piece work which led to coal being placed in unsuitable places like above the dome of the water pick-up apparatus. Identifies Driver G. Morris and Foreman fitter W. Miles who had served his apprenticeship at Cirencester, M&SWJR.
'Bulldogs' and their nameplates. Bill Crosbie-Hill.

Paddington Station. Eric Youldon.
See page 315 lower confirms that was a Modified Hall also castigates caption to page 354 for stating that 15XX class had nine members
Speedometers. Terence Burley
Questioned whether GWR had fitted any locomotives with speedomers: Editorial reply King No. 6001 fitted experimentally on 11 March 1932, but later removed, but refitted on 19 April 1932. By 1935 whole of King class fitted mostly with British Thomas Houston (BTH) and Jaeger units, but with a couple from another source. 31 of the Castles had also been equipped mainly with BTH speedometers.
Paddington. R.D. Hughes
In period 1962/3 observed a collison at the buffer stops involving a Castle class: wants more information. See also letter from Alan Williams on p. 239 (Issue 84)
Paddington. Allan Pym.
Signalling initiated in 1932 between Paddington and Southall merely replaced semaphores by colour lights, but points remained manually operated. See also page 205 for outing to Dainton: adds further information on signalling at Dainton, noting that some of observations made in letters related to WW2 changes!
Gloucester. Julian Martin.
Details of what was visible within picture on rear cover of Issue 76. Further information in Issue 83 p. 176 from C.S. Jones.
Gloucester. George Conway.
Writer went to school in Gloucester between 1957 and 1964 and notes the possible workings depicted in colour photographs on both covers and on pp. 238-9
'517s'. J.A. Smith. 420
See letter from Glyn Williams on page 236 and picture on page 128 bottom photograph of No. 522 at Brecon: notes that No. 4874 was allocated to Brecon from new, and that No. 5801 was sub-shedded at Builth for working Builth Road to Builth Wrells trains. The Summer 1938 WTT shows a daily auto train service working between Moat Lane and Builth Wells: 517 class were probable motive power
'517s'. John Hodge.
See D.J. Tomkiss letter on page 236: questions suggested Barry Railway location: No. 1433 was allocated to Goodwick in 1926-8, but did not visit Barry Works. Further station architecture does not fit Barry Railway stations. The Barry Railway notice visible may have related to Bristol Channel sailings across to Minehead or Weston. See response from David Tompkiss on p. 177 of Issue 83..
Balance weights. Alf Powick.
See letter from Andrew Fiderkiewicz on p. 180 who had noted the different positions of the balance weights on Nos. 2207 (Issue 24 feature on 2251 class began p. 449: page 470) and 2254 (Issue 24 page 449) and notes some 2251 (and 56XX) class were balanced on the Stroudley system.
Crew changes. Colin Dawson.
See page 32 for location: writer employed at Swindon from 1945-56 in 15 shop before being promoted to draughtsman
Crew changes. John S. White.
See page 32: further evidence for Swindon and Editor in note suggests may have been a Sunday working.

Issue No. 80 (Autumn 2011)

No. 7006 Lydford Castle passing Reading Main Line West  signal box with 13.15 West of England express on 23 July 1960.  M.G.C. Smith. front cover

John Copsey and Chris Turner. Reading Goods. Part 1. Kings Meadows Yard. 422-48.
Part 2 in Volume 11 beginning page 24; see also short feature in Backtrack, 2014, 28, 714.

John Copsey. The '44XXs' in traffic. 449-59.
See also next Volume page 46+. See also letter from David Colling on page 300 in Volume 11 concerning 44XX on Helston branch. See also letter from Ron Davies in No. 93 on damaged No. 4405 and its withdrawal and in Volume 13 from G.B. Bolland and from Eric Youldon concerning small bunker on No. 4410. Another (delayed??) letter from Charles Underhill which refers to the use of an auto trailer on the Much Wenlock branch added to ensure order in the schoolchildren travelling on some services. Letter from Robert Nicholas in Issue 100 page 247 on Tondu allocated locomotives,

Richard Parker and John Copsey. Honeybourne Junction. Part 2. 460-80.
Part 1 see p. 362

No. 2807 passing through Reading with an H class freight on 20 October 1962. M.G.C. Smith. rear cover