Great Western Railway Journal Issue Numbers 89 90 91 92 93 94 95 96 Key to all Issue Numbers Steamindex home page
	Volume 12

No. 7025 Sudeley Castle at Paddington on 19.15 to Hereford on 1 November 1963. M.G.C. Smith. front cover 
Taken at night

Chris Turner and Walter Humphries, West Ealing in the late 1930s. 2-26

See also letters from Brian Pugh and Leslie Thomas on p. 119

Mike Christensen. Point rodding operation on the GWR. 27-39..
Mainly the extension of the distance permitted by the Inspecting Officers of the Board of Trade over which points could be worked manually. This led to round section rodding preserved by the West Somerset Railway at Blue Anchor

Mike Fenton. Lost staff. 40-3.
How the train staff failed to be received by catching apparatus at Rushey Platt signal box on the former Midland & South Western line and was lost when working the return Cirencester Watermoor from Swindon Town to Swindon Junction workmen's train in May 1953. The footplate crew were David Jones from Brinkworth (fireman) and Driver Bert 'Jasper' Scapelhorn. See also letters from Eric Youldon (on No. 6953: being a former oil-fired locomotive); from Dave Evans on another dropped train staff on the former Cheltenham to Swindon line at Foss Cross and from Mike Barnsley on locomotive repairs at Cirencester Watermoor after the GWR had taken over the M&SWJR.

Chris Turner. The 12.5p.m. and 4.5p.m. Hinksey to Morris Cowley trips. 44-7.
Memories of former goods guard Basis Ayers.

John Copsey. Express traffic working over the Northern Main Line, 1937-38. Part 2 — West Midland cross-country. 48-59.
Route opened for express passenger trains on 1 July 1908 with Wolverhampton to Penzance service. Through coaches to Cardiff from the start and a through train between Birmingham and Swansea was introduced in about 1922

Letters. 60

Newport (Mon) in 1946. Ray Caston
Queries wording, especially that relating to relief lines  (some of which were result of hurried work during WW2) and notes that signal box fitted with route setting frame was not built specially.

Newport (Mon) in 1946. Allan Pym
Queries date of 453 upper photograph and general wording,.

'51XXs'. Edward Chaplin.
See pages 434 and 444 in previous Issue (wording modified thereat)

No. 6165 with empty stock at Paddington on 8 November 1963 (evening). M.G.C. Smith. rear cover
Taken at night

Number 90 (Spring 2014)

No. 6923 Croxteth Hall (green livery) on Coley branch at Southcote Junction. Roy Heath. front cover

Gerry Parkins. Westbury top job: the Weymouth run. 62-80.
Express worked by Westbury men to Weymouth by Modified Hall No. 7917 North Aston Hall: the locomotive having arrived from Paddington. Author fired to the heavy-handed Driver Ted Eagle. As the train was slightly overloaded the train was banked from Yetminster to Evershot, but lost time through the process of stopping and adding the banker in spite of it being one of the extremely powerful Q1 class. The presence of 60 mile/h limited vehicles also delayed the train. The return working was a lightly loaded milk train which ran early as traffic was light.
Illustrations: No. 7917 North Aston Hall with uninformative caption; map of route, Frome station, Witham with No. 7924 Thornycroft Hall with an up fast on 4 August 1962; Strap Lane Halt, Bruton station (2 views); Castle class No. 5074 Hampden on down Torbay Express passing Castle Cary; junction at Castle Cary; Sparkford station; Marson Magna station; Yeovil (Pen Mill) on 29 July 1951; Yetminster in September 1959; Evershot station (2 views); gradient profile; Maiden Newton on 27 September 1960; Grimstone & Frampton; Dorchester West station; Upwey & Broadwey with No. 4927 Farnborough Hall arriving with a down stopping train c1954; Weymouth on 29 February 1952; No. 7917 North Aston Hall at Weymouth on 8 July 1956; No. 5978 Bodinnick Hall on Chippenham shed turntable c1953. See also letter from W.J. Matthews on p. 178.

Dick Potts. Birmingham loco: a study of the Great Western's sheds at Bordesley and Tyseley. Part 2 — Tyseley Locomotive Shed: history and organisation.  81-8

Much based on GWR Magazine account published in October 1908 (including photographs on page 82). No official account of how transfer from Bordesley to Tyseley is given, but suggests how transition may have been achieved. Mentions flooding of turntable pits by River Cole. Lists locomotive shed foremen: Bill Davidson (1910-1915), John Preese (1909/10), Sam Higgins and Harry Williams. Others listsed: Walter Morris, Tom Gosford, Tom Jones, Fred Leonard and Phil Davis. Mentions housing built in vicinity for staff.

Unknown location: freight yard. 88
Howard Burchell suggestion: Brentford Dock

GWR standard letters for engine nameplates. 89
Swindon drawing 110738 December 1937.

Chris Turner. Moreton Yard. 90-100.
Authorised in April 1940 and brought into use on 3 December 1941 to assist handling WW2 traffic. Working as in 1950 under supervision of D.G. Gamble, Yard Master. See also letters from Tony Stockwell and R. Crump on page 254. 

John Copsey. '30XX' ('ROD') class 2-8-0s in traffic.101-18.
In 1919 the Great Western Railway purchased twenty Railway Operating Division 2-8-0s built to the design of the Robinson 8K Great Central class. In July 1919 these were allocated between Old Oak Common, Bristol, Banbry and Leamington. These were joined by a further 84 on loan. Trials were made on Warminster Bank on 28 July with No. 3021 (ROD No. 1697). On 6 December 1920 a further trial was staged between LNWR ROD No. 2936 and 28XX  between Pontypool Road and Shrewsbury.  See also letter from Bob Crump and Part 2.. See also Backtrack, 2016, 30, 153 (for page 155 upper) of No. 3004 with Westinghouse pump on sea wall at Dawlish c1920. 
Illustrations:

Letters. 119-20

West Ealing. Brian E. Pugh
Footplateman based at Slough notes that locomotives which would not fit on Slough's turntable were turned on the triangle at Drayton Green. Also notes auto coaches named Wren and Thrush

West Ealing. Leslie J. Thomas
Identification of guard's van shown in picture?

Leighton Hall. Eric Youldon
No. 6953 had been an oil-fired locomotive as cab was modified by sliding ventilators and lowering of cabside handrail.

Lost staff. Dave Evans.
Also on former Cheltenham to Swindon line, but at Foss Cross, and locomotive was a Southern 2-6-0 which thev footplate crew had failed to connect to the vacuum-braked head of the train

Lost staff. Mike Barnsley.
On locomotive repairs at Cirencester Watermoor, which continued until 1925, after the GWR had taken over the M&SWJR.

Newport. Mike Christensen. 120
Additions to dates of photographs

Newport. David Tomkiss
What in effect amounts to new captions to several of photographs

Bagnall advertisement. Christopher Hext
Photograph of works plate for No. 8733 owned by letter writer. See also D. Cousins collection

Paddington models. David Perks.
See letter on page 356 from Brian McCord: notes that drawings were supplied from Swindon and enabled the Johannesburg model maker to construct King class model.

Didcot engine shed with 9F No. 92215; nameless Hall number 6983 not as caption 6923 and Hymek D7060. Roy Heath. rear cover
See letter from David W. Gardner on p. 179

Number 91 (Summer 2014)

No. 1006 County of Cornwall departing from Oxford northbound with train from south coast on 10 August 1963. M.G.C. Smith. front cover
See also letter from Richard Woodley on page 240 which explains why it and Modified Hall to right (No. 7912) were standing in for unavailable diesel motive power caused by Western type failures

John Copsey and Colin Metcalfe. A glimpse of Liskeard. 122-36

Chris Turner. Greaser at Newbury. 137-46
Patrick Turner worked as a greaser from 1946 until 1949 when he was called up for National Service. He woorked at both the Town and Racecourse stations. The Carriage & Wagon Foreman was Ernie Mobbs; he especially liked working with Trevor Gordon Crabbe.

Dick Potts. Birmingham loco: a study of the Great Western's sheds at Bordesey and Tyseley. Part three — Tyseley locomotive sheds: the work, 1908-47. 147-69.
Includes tables of locomotives allocated and some of the services worked with records of drivers. States that 39XX were rebuilds of Dean Goods Eric Youldon (letter p. 478) corrects via: RCTS The locomotives of the Great Western Railway Part 5 which notes that only the wheels and motion from the Dean Goods were used

See also letter from Dick Potts on page 240

In close up. C.J.F. Tickle. 170
Two photographs show Casle class No. 5088 Llanthony Abbey at Wolverhampton on 18 October 1959: details of cylinders and cab

John Copsey. '30XX' ('ROD') class 2-8-0s in traffic. Part 3. 171-7.
See also latter from Kenneth Brown on p. 254 on records of class working into Cornwall.

Letters. 178-

'RODs'. Bob Crump
Class was known as "Maggie Murphys" from "MM" originally painted on tenders. Described as plodders, but could still progressw at very low steam pressures. They were not comfortable as the reversing screw was huigh up. ATC was fitted, but it onle gave an audible signal; the brake was not applied. Fore and aft oscillation was experienced. The countersunk rivets in the tender made it easy to move coal forward. A lengthy Wakefield hydrostatic lubricator was fitted on the fireman's side and this blocked the forward view; cleaning this could be hazardous. A fire-iron tunnel was fitted later to the tenders. Bob relates how he dropped the tablet whilst banking on a 56XX on the long climb ton Waunafon, but the speed was so low that he could run back and pick it up and get back on.

Mystery photograph. Howard Burchell
Brentford Dock suggested for location

Westbury top job. W.J. Matthews
May have been guard on trains fired by Gerry Parkins: hard hitting drivers were known as heavy ack-ack

'57XX'. D. Cousins. 179
Collection of works plates for North British Engine Co., both Queens Park and Hyde Park, Yorkshire Engine Co., Bagnall, Beyer Peacock, Kerr Stuart and Armstrong Whitworth. Notes that collecting 94XX works plates more difficult as only one was provided per locomotive.

Errata. David W. Gardner
See rear cover previous issue: nameless Hall number 6983 not as caption 6923

Chipping Norton. Terence Burley.
No. 5152 had reversed between photographs on page 110 and rear cover: how and why?

'51XX'. David Tomkiss.

Page 442 top, the train is leaving Abelton Lane tunnel - the scissors crossover is the clue. Abelton Lane did not exist till constructed under the Loans and Guarantees Acts of the 1930s. Does anyone know why a tunnel was built for it rather than a bridge?

The '51XXs' at work. Paul Grant
Writer spent many train-spotting hours at Wellington (Som) with No. 5172 engine resting in the up platform loop between banking duties. The picture on page 444 shows 5172 assisting a Down train near the 172¾ mile post between Beam Bridge and Whiteball Tunnel. Trains needing assistance were normally banked in rear from Wellington to Whiteball Siding signal box. In clear weather, the banker was not coupled to the train. Bankers were supplied from Taunton shed and if a train at Taunton needed assistance at changeover time for the bankers, the fresh banker was attached in rear at Taunton and assisted through to Whiteball Siding. The banker was coupled to the train as far as Wellington where the train stopped specially to uncouple. In the case of a passenger train, the banker was attached at the front and the train ran non-stop to Burlescombe signal box (or Whiteball Siding if Burlescombe was switched out) where the banker was detached. Before dieselisation, the Wellington banker turns were dominated by Taunton '51XXs' (4113, 4117, 4136 and 5172 for many years) and latterly '61XXs'. '43XX' engines also appeared. On weekdays, a banker was provided around the clock with an extra engine provided on the night turn and on a middle turn on summer Saturdays. Finally, can anyone explain why instructions and notices generally referred to Whiteball Siding box as Whiteball Tunnel box? The 'name on the tin' was Whiteball Siding.

The '51XXs' at work. Eric Youldon
It seems that my reference to 5111 to 5129 has, somewhere along the line, become 5111 to 5119. This, however, is of little consequence because Steve Bromhall informs me that the class members that acquired double pull rods extended to 5130, not 5129,namely lots 140, 150 and 152. There is evidence that some higher numbered ones such as 5141, already mentioned, also received double rodding.

The '51XXs' at work. S.C. Bromhall
Speaking to Eric Youldon shortly after the arrival of GWRJ 87, I mentioned the note in RCTS Part 9, page 28, regarding brakes on the '3IXX' tanks. Shortly after, Eric advised that photos in GWRJ 86 did not entirely support the RCTS note and, as usual, he is correct. Pages 304/5 show early photos of locos that later had the double pull rod brake, but they all have a single pull rod version of rather basic appearance. Compared to the contemporary small 2-6-2T (later numbered 44XX —- see Alan Hall's article in issue 81) the brake on the early '31XX' looks rather insubstantial. Pages 306 upper and 307 upper show later '31XX' having the double pull rod version as do RCTS photos J52/3 of 3170/1 in RCTS Part 9. It would appear that 99, 3111-30 were built with a single pull rod type brake, altered to a double pull rod type in the early 1920s. Engines 3131-3149 (and the 3150 class) were built with double pull rod type, later altered to a single pull rod type rather more substantial than originally fitted to 99, etc. Photos of '31XX' in the 1920s showing them with extended bunkers all seem to show the altered brakes, but there are photos of the 3150s with extended bunkers retaining the original double pull rod brakes - these appear to date to the immediate post-WW1 period. The two photos of 3141 on page 307 clearly show the engine pre- and post-WW1 with the loco having different brakes. There must be a sound reason for these changes —- perhaps someone can explain their significance — as it seems rather odd to me, even by Swindon's penchant for individuality. The rearward positioning of the monogram, noted in a couple of photo captions in issue 87 pages 393 and 398, was standard practice for Stafford Road Works when applying the monogram to engines having side tanks. It seems they centred it on the combined length of tank and bunker, thus providing a position to the rear of engines dealt with by Swindon and Caerphilly. The exact position could vary, even amongst engines of the same class, but the rearward positioning was consistent. A photo of 5181 so adorned featured in GWRJ 57, page 39 lower.

The '51XXs' at work. D.J. Fleming
Re articles on '51XX' —- very interesting. No. 5104 came to 82B from 84D, with the usual 'Carriage Free' label tied to her handrail. She was in BR black and we kept her clean for the East Depot & Radstock Goods. Then she became notable by her absence, having gone through Newton Abbot Factory, returning to us in lined green livery, and we polished her every morning (1958). One of the 82A 41/51XX duties was to work the 7.47 a.m. Temple Meads & Minehead Passenger, which meant that the engine had to go on Taunton shed for coal. Then some bright spark at Swindon 'discovered' some Dukedogs '90XX' in the stock shed, and these were sent to 82A for the Minehead job; the fun had just begun!

The '51XXs' at work. Neil Woodland
The train which 4125 is hauling (GWRJ 87, p.448) would not be going to Bilston West since it is one of the two daily Ardley-Greaves Sidings workings conveying limestone for cement manufacture. These were regular Leamington duties until the closure of the MPD in June 1965. The use of iron ore hoppers on these trains has often confused those unfamiliar with the Banbury area over the years, but writing as one who grew up in the town, I can assure you that the only iron ore trains in the area in 1963 were from the Oxfordshire Ironstone Co. to the north of the town; these did not normally pass the gasworks. Banbury's own examples probably saw more use on freight duties than on passenger trains in their last ten years, but were equally at home — and well-regarded —- on either. Although, like all tank engines, their water capacity was limited, they did not need to be turned between duties and access to a water crane was usually easier than using a turntable; bunker-first running in a '51XX' was greatly preferred to a tender-first trip on a '43XX' 2-6-0 or '28XX' 2-8-0.

'Bulldogs' at work. Graham R. McDonald
Should not the reference to 'Hunter's Inn' on page 18 (GWRJ No. 81) be to the 'Foxhunters' P.H. which is on the A361? Hunter's Inn is about 10 miles away in a north-easterly direction, as the crow flies, from the position of the photograph.

Appeal. Richard Brummitt
Looking for any previously unpublished photographs of Littlemore station including the type of gate that allowed the siding from the turntable to pass through the wall and into the Asylum.

No. 1010 County of Caernarvon departing from Oxford northbound with train from south coast on 10 August 1963. M.G.C. Smith. rear cover
See also letter from Richard Woodley on page 240 which explains that No. 1010 County of Caernarvon was working Weymouth to Wolverhampton and had advantage of superior Welsh coal supplied to Weymouth shed

No. 6164 at Old Oak Common on 1 October 1961. M.G.C. Smith. front cover

John Copsey. Goods operations at Banbury. 182-201.
One minor quirk is that what would have been called the "control tower" of the marshalling yard on almost any other railway is termed a "ground frame", but looked like a signal cabin! The points were electro-pneumatic. Another quirk is that most major marshalling yards were associated with large locomotives, but the photograph shows a pannier tank rather than a 72XX. Historically, Banbury had been a railway backwater until the arrival of the Great Central Railway in 1900: the hump yard was instigated by finance aimed at easing unemployment. See also correction to table. Part 2 see page 264 et seq

Peter Kerslake. The gas turbine era. 202-15.
Personal recollections of the two gas turbines ordered by the Great Western Railway, but not delivered until after nationalisation. The seminal paper by Dymond is not cited. The text of this part is solely concerned with No. 18000, the machine manufactured by Brown Boveri and the Swiss Locomotive Co. in Switzerland; inevitably there are photographs of both locomotives. The other locomotive was built by Metropolitan Vickers and received the number 18100: considered in Part 2. See also scorched legs.

John Copsey. '30XX' ('ROD') class 2-8-0s in traffic. Part 3. 216-25.
Final allocations, workings and withdrawals

Dick Potts. Birmingham loco: a study of the Great Western's sheds at Bordesey and Tyseley. Part four — Tyseley locomotive sheds: the work, 1908-47. 226-39.

See also letter from Ken Rathbone in Issue 98 p. 117

Letters. 240.

Cover pictures GWRJ No. 91. Richard Woodley.
Explains why No. 1006 County of Cornwall and Modified Hall to right (No. 7912) were standing in for unavailable diesel motive power caused by Western type failures. On rear cover: No. 1010 County of Caernarvon was working Weymouth to Wolverhampton and had advantage of superior Welsh coal supplied to Weymouth shed

Birmingham Loco. Bill Crosbie-Hill
Pictures of No. 2906 Lady of Lynn before and after being fitted with 18½in cylinders and curved frame extension. No. 2999 Lady of Legend will be like earlier version but with 18½in cylinders. See also letter from Peter Chatman on page 254

Birmingham Loco. Dick Potts
Refers to information on page 162 relating to Driver Lobb's duties in 1934 when he appeared to take up workings at Moor Street

Mileage payments. Bob Crump.
From old notebook based on ASLEF rates of pay following 1955 strike

Moreton cutting. David J. Tomkiss.
Strange device across siding serving as stop block? See also R. Crump p. 254.  Also page 149 (2-4-2T) No. 3629 where style of lining (KPJ: only visible with difficulty) shows reversed radii at corners. Not mentioned in Great Western way. See also letter in No. 96 page 479 from Roger Davis

No. 5992 Horton Hall on turntable at Kingswear in 1960. Roy Heath. rear cover

Chalford station in summer 1964 with express arriving. E.K.Lockstone. front cover

Brian Penney and Richard Parker. Worcester running shed (later motive power depot) in the 1950s and 60s. 242-53.
Locomotive sheds dated back to Oxford, Worcester & Wolverhampton period as described by David Joy. Plans were made to replace the cramped and dispersed facilities from the time of Churchward until British Railways took over and did nothing. A coaling hoist was provided as there was insufficient space for a coaling stage. The diesel railcars were serviced in the Wagon Repair Shop.

Letters. 254; 263

The gas turbine era. John Chapman
Sometime in 1950 or 1951, as a schoolboy in short trousers, writer went to Tilehurst station to train spot. Having just arrived on platform 1 (the down main), I was approaching the footbridge to transfer to the central island platform, which was my preferred observation point, when 18000 roared past on its way westward and its exhaust burnt the front of my legs (KPJ: still time to sue Swiss Government: Wild Swan to get 10%). Until I read the article this event had completely slipped from my mind, but has now returned vividly!

Moreton Cutting. Tony Stockwell  
As a boy in the late 1940s I often used to cycle from my home in Didcot to South Moreton to visit my grandparents. The route took me over the railway bridge at Fulscot from which there was an excellent view of the western end of this goods yard. All the roads except one were terminated by conventional buffer stops. I was told that the missing buffer stop had been demolished in a shunting mishap. As a temporary measure to stop wagons rolling off the end of the road, a large box with a concrete bottom and sides was brought in and placed on that road and was then filled with earth and gravel. With nothing to anchor it to the track, it tended to migrate over time to the end of the road. Apparently there was a coupling on the eastern face of the block and periodically an engine was hooked on and pulled it 20 or 30 feet back along the line. Though it was intended as a temporary measure, I am not aware that it was replaced and I believe that it lasted until the closure of the yard. Also of interest is that with the advent of this yard an extra road was laid alongside the main line for incoming goods trains. It could be entered just south of Appleford crossing and signal box on the Oxford line and followed the Didcot east avoiding line right round to Moreton Cutting. This must have been nearly 3 miles long. At busy times goods trains waiting to enter the yard could be stopped nose to tail for the entire distance. The crews who had brought the trains were allowed to leave them and make their way to Didcot shed. I understand that one of the least liked duties for a Didcot fireman was to be rostered to look after all the waiting engines and to do this they usually took their bicycle and spent their shift cycling up and down the line ensuring the engines had sufficient steam to be able to move their train when space became available.

Moreton Cutting. R. Crump
Having read the letters in GWRJ 92, I would like to try to answer D.J. Tomkiss's enquiry about the large block standing on the siding at Moreton Cutting. When I cleaned and fired at Pontypool Road, I remember a phrase that was used by the shunters in the Loop sidings, which I do not remember hearing anywhere else. When a train had been formed, the head shunter then informed the driver to 'feel the block', the driver would start the engine moving very slowly so that the wagons buffered up slowly until the stop block was reached. At this point the loco would be pushed in reverse, this with the regulator still open, and the driver immediately applied the brake. He then waited until the under shunter had coupled all the wagons and pinned brakes down on four or five of the nearest wagons to the loco. During the war, with all the new marshalling yards introduced, there seems to have been a spate of stop blocks demolished by some rough shunting, and I remember seeing in an article in the Great Western Magazine that a block like that observed in the photograph (on page 91 of GWRJ 90) was the answer, so if a driver was rather enthusiastic, the block absorbed the force of movement by moving backwards, so no damage occurred to any wagons. It was a movable stop block which, when it reached its limit of movement, was then dragged back to the position seen.

`Saint'. Peter Chatman  
Just to add a little more detail to Bob Crosbie-Hill's letter (GWRJ No. 92), the new cylinders fitted to 2999 Lady of Legend are indeed 18½ in diameter. In 1995, when the `Saint' project got under way, the only fully detailed drawings we could find were for a `Court' which are 18½ in. These were redrawn, accommodating the 'Lady' series 2½ in wheel centre offset and adding manu-facturing tolerances, prior to casting and machining. No. 2999 is aimed at being a typical 'Lady' as running just before the First World War, by which time, after several increases, 18½ in had become the standard size, and this larger diameter will allow 2999 to show its true potential. It also made it a bit easier when we came to re-using the piston rod assemblies from 4942. The cylinders are being fitted with the original Churchward plug-type screw-in design of cylinder cock rather than the later sprung valve flange fitting type, which I suspect means they will need rather more attention in service!

RODs in traffic. Kenneth Brown  
The list of recorded workings of ROD 2-8-0s in 1945-9 on pages 171-3 of GWRJ No. 91 gives the impression that the class never worked into Cornwall. Writeer has personal records of four RODs reaching Penzance in 1944-5: 3021 on 25 March and 3025 on 7 June 1944, and 3032 on 13 January and 3024 26 February 1945. The only one for which I recorded the working was 3024 of Oxley shed which took the 18.10 Penzance to Oxley Sidings on the above date, presumably only far as Plymouth. It is worth placing on record that earlier in the war a few of the RODs' LNER counterparts of class 04 were loaned to the GWR for a short period. They were favoured by us trainspotters by virtue of their large numerals on the cabside! Returning to Cornwall, an observation of some rarity was WD 2-8-0 No. 7094 under the wheel drop at St. Blazey on 4 November 1944. I have never heard of any others of that class crossing the Tamar, but perhaps other readers know different. By contrast the Swindon-built LMS 8Fs of the 84XX series were common in Cornwall; indeed 8435 was shedded at Long Rock from new.

RODs in traffic. John Pearse
Re caption on page 223 (ROD 3017) at Oxford in 1952)? When writer knew the area from 1960, the only signal in the Off position controlled the Up Platform Line, with mechanical 'cut-out' indicators for routes to the Up Main, Up Goods Loop, or Up Sidings. On the left as we look at it, the tall signal controlled the Up Main (with 3017's train). The middle arm controlled access from the Up Main to the Up Goods Loop or Sidings (with another `Cut-out' indicator). So unless my memory is playing tricks after half a century, I think, 3017 will plod on along the Up Main for a while at least, with its signal already put back to On; and the indistinct low or short goods in the up platform is signalled in parallel into the Up Goods loop or Sidings. From the log on page 223, the crew on 3043 worked their train barely 35 miles to Hereford, and made two 10-12 minute shunts. Given your figure of 10 hours 41 minutes for the working day, this is a very disappointing level of productivity, presumably caused by congestion and line occupation.

`51XXs. N.P. Newman. 254/263  
During August 1948 writer stayed at Minehead where he saw No. 5173 arrive on a train from Taunton. This locomotive was presumably on loan from Worcester where it had been allocated for several years. It was still in in GWR livery and the green paint appeared to have received a coat of matt varnish, which gave it a finish similar to that given to Hornby 'Double-0' locomotives. He would like to know whether this was a utility expedient or if this was the normal pre-war finish.

Last years of the '51XX'. Robert Darlaston  
It is interesting to note than when the ten `82XXX' class 3 2-6-2Ts moved away from Tyseley in 1953 after barely a year's service, they were replaced not by '51XX' but by six '61XX' 2-6-2Ts (6105/16/18/34/39/66) drafted in from the Thames Valley, together with four '56XX' 0-6-2Ts from the South Wales Valleys. The '61XX' were undoubtedly better suited to suburban operation around Birmingham than the BR Class 3s. It should be added that diesel multiple unit operation was introduced into the area not in 1958 as stated in your article, but on 17 June 1957. Several peak hour suburban workings out of Snow Hill (though not Moor Street) continued to be steam operated until September 1964. By that time many turns were in the hands of various GW 4-6-0 classes (supported by 2-6-0 6364), but Tyseley's surviving '51XX' were regular performers up to the end. On the final Friday that steam saw extensive use, 5 September 1964, 4111 worked the 17.10 Snow Hill to Lapworth and 4133 had the evenings's final steam departure, the 18.05 to Leamington Spa. Thereafter, '51XXs' continued to maintain a presence in the Birmingham area with freight operation until the autumn of 1965. They may well also have been employed occasionally on the last remaining scheduled steam departure, the 17.35 Snow Hill to Lapworth, but 'Halls' were certainly conspicuous on that turn with Tyseley's 6951 Impney Hall having the honour of the final working on 31 December 1965. There were two further lines in South Wales where the class saw service. Two or three '51XX' were from time to time allocated to Tondu where they were employed not just on the Porthcawl-Cardiff trains mentioned in the article, but also on the Llynfi Valley line. 4121 was employed on that service around 1960-1962. 4101 was allocated to Duffryn Yard (Port Talbot) from November 1952 until October 1953 and during that time was used on R&SB line services between Swansea and Treherbert via Cymmer Afan.

'44XX' . Ron Davies
Re withdrawal of locomotive 4405 mentioned in article 'The 44XX in Traffic' in GWRJ No. 88 (actually No. 80). Writer was a fireman at Bristol Bath Road depot, and was returning to shed after working the Avonmouth Severn beach service with a '55XX' class. We were standing on the engine line waiting to go on shed when we were run into by a '1000' class engine also coming to shed tender first; the collision drove us hard into the engine in front, 4405, then being used by Frome depot on the Radstock and Cheddar Valley branches. I went to see if the crew of 4405 were safe and on returning to see if the crew of the '1000' (Exeter men) were safe, I found the front of 4405 had been pushed almost up to the smokebox; the 'Front Garden', as we called it, had taken the full force of the collision. The driver of the '1000' had a bad bum to his hand when he caught a steam pipe by mistake for the brake handle. Like the '94XX', the lookout tender-first was not good. The next day writer was told by the Foreman that 4405 was condemned and would be going to Swindon to be cut up. The engine could have been on its way to Swindon but was being used by Frome as Swindon could not deal with it at the time.

Errata. 263
GWRJ No. 91, caption on p. 163. No. 5944 - the number of engines and work attributed to the class was for Oxley, not of Tyseley as stated.
GWRJ No. 92, caption on p. 226. The LNER class was 'J25', not 'J52' as first stated, whilst the '1008' engines of '2301s' should of course be 108!
GWRJ No. 92, Table on p. 184. February 1876, DOWN: The 12.15 train shown was from London to Birmingham & Wolverhampton.

Appeal . 263
Mr. A. Staite would like to know if any reader can confirm the date when Newton Abbot and Shrewsbury engine crews started Double Home duties and the Plymouth-Manchester and Manchester-Plymouth workings 08.00 from Plymouth, 09.15 Manchester. He also requires a photo of Dinmore (Herefordshire) signal box, closed in 1958.

Photograph of 4133 entering tunnel at Birmingham Snow Hill with the 18.05 to Leamington Spa on Friday, 4 September 1964, the last day on which a significant number of services were steam hauled. Robert Darlaston

Peter Kerslake. The gas turbine era — memories revived. Part 2. 255-62.
Previous article see page 202: this part covers the Metropolitan Vickers machine No. 18100.  See also letters from Richard Stevens in Issue 95 and from A. Lathay in Issue 96

John Copsey. Goods operations at Banbury. Part 2. 264-91
Part 1 p. 182 et seq. Just prior to WW2 work had started to improve the freight and passenger facilities at Banbury and photographs were taken to show progress of the work. On 3 October 1940 the new freight facilities were bombed by German aircraft and there are pictures recording the immediate damage and restoration work in progress

Bill Crosbie-Hill. Devizes — Monday, 12th June 1944. 292-3
Arrival of train load of German prisoners of war: further information from Bill on page 416

Mike Fenton. The Chalford line revisited. 294-300.
Photographs in colour, unless otherwise stated: see also covers. See also letter from Malcolm Capener on pp. 416-17

Evening two coach service at Chalford down platform. E.K.Lockstone. rear cover

Number 94 (Spring 2015)

No. 5939 Tangley Hall in Paddington on 9 September 1961. M.G.C. Smith. front cover

John Copsey. A glimpse of Stourport on Severn.. 302-17.
Located on the Severn Valley Railway between Hartlebury and Bewdley and opened through to Shrewsbury on 1 September 1862 (sanctioned 20 August 1853). Amalgamed with GWR on 1 August 1870. The Kidderminster Loop left the line at Stourport on a backwater and electric trams took the bulk of the passenger traffic to Kidderminster from 1901. An electricity power station was opened by the Shropshire, Worcestershire & Staffordshire Electric Co. in May 1941.

Bristol goods. 318
Photograph of porters unloading Worthington beer in barrels from wagon in 1947.

David Cross. Banana traffic from Avonmouth. 319-28
See also

John Copsey. Wartime on Hatton Bank. 329-32
All photographs by V.R. Webster

Brian Penney and Richard Parker. Worcester Running Shed. Part 2. 333-46; 360

John Copsey. Goods operations at Banbury. Part 3. 347-59.

Fairbourne station on 28 June 1960. M.G.C. Smith. rear cover

Number 95 (Summer 2015)

No. 1455 at St. Mary's Crossing with a Chalford auto on 19 October 1963. M.G.C. Smith. front cover

John Copsey. '45XX' class 2-6-2Ts at work. 362-82.
In effect a modified version of the 44XX class with larger coupled wheels. The first locomotives were constructed at Wolverhampton, but they were too long for the erecting shop and most were built at Swindon. The design evolved: in particular the bunker became more effective in terms of capacity. Top feeds were added and outside steam pipes became standard for new construction. Larger, sloping front tanks came with the 4575 series. See letter from S.C. Bromhall on p. 476 who comments on text opn page 368 concerning motive power on Newquay brach on 17 August 1929 when 13-coach Paddington to Newquay hauled by No. 5501 assisted by No. 4523 and banked in the rear by No. 5525. Part 2 see p. 448

John Mayo. The General Manager's Office. 383-5
Joined Western Region in March 1948 and was responsible for locomotives and rolling stock. Relations between K.W.C. Grand and Riddles are noted: in some cases Grand implemented actions at Swindon which Riddles had sought not to implemet: e.g. conversion of Hawksworth coaches into slip coaches. His file on locomotive names indicated that it had been hoped to name the 47XX class after early locomotives, but the Board would not sanction this and that there was pressure from the landed gentry for the railway to bestow the names of their abodes upon locomotives. Grand's instruction to paint mixed traffic locomotives in lined green was very direct. Grand's request for further 28XX class rather than the more expensive 9F 2-10-0 is mentioned

Banana traffic at Barry. 386-7
Unloading from MV Vera with conveyor system from hold to quayside and another conveyor to alongside vans: 4 photographs taken in September 1956

Brian Penney and Richard Parker. Worcester running shed in the 1950s and 60s. Part 3. 388-400.
Photographs by Brian Penney excerpt first and last (Dave Witts). Memories of shed working remembered by Thomas Done (arrived in 1947), John Connolly

John Copsey. Wartime on Hatton Bank. Part 2. 401-7.
Photographs by V.R. Webster

Chris Turner. Banbury goods in the 1930s. 409-12
Memories by John Ivens who started as a junior clerk in the goods office in 1934. There was a close working agreement with the LMS and this led to the transfer of staff. The Goods Agent was H.C.W. Mills. Animals, including cattle from Ireland, and sheep were handled. Brief details of coal merchants. See letter from Richard Ivans on page 476: reference to "Trout Street" should be to Crouch Street.

GWR petrol pump. A. Attewell. 413
Road Motor Services Department at Warminster (4 photographs)

Worcester Running Shed. Glynne T. Bowsher
Two photographs of Hall class No. 6958 under repair on 12 July 1964. Brian Penney(letter on p. 477), who had worked thereat notes that people in photograph were Tim Smith, a fitter's mate, who was the former boiler man at Butts Pumping Station who was made redundant when electric pumps were installed, but was re-employed as a fitters mate by the Worcester Locomotive Superintendent, R.G. Armstrong. Two other fitters mates are in picture: Dennis Carter and Ernie Payne as well as fitter Jack Dowdeswell. At that time Don Green was the Factory Manager.

Letters. 416-17; 420

Bananas at Avonmouth. Paul Mitchell
See especially photograph on pp, 320-1: suggests that this was one for publicity and that non-heated MINKS may have been pressed into use. Cites GWR goods wagons by Atkins, Heard and Tourret. This letter prompted a detailed response  in Issue 96 pagr 476 from Mike Young, Robert Ferris and from R. Tourret (surekly the verb sap).

Bananas at Avonmouth.. David J. Tomkiss
See photograph on p. 328: letter writer disconcertingly refers to a "monkey special" (excursion to Bristol Zoo) and to X14 on 26 June 1959 which ran outward via Severn Tunnel (reversing at Stapleton Road) and returned via the Severn Bridge. See also letter from D.J. Cross on p. 478.

Stourport on Severn. L.T. Foxon
Traffic on Canal Basin Branch which was maiinly sand for the ironworks of Richard Thomas & Baldwin at Stourvale (Kidderminster) carried in the boats of Thomas Bantock & Co. A boat load of coal was received from Highley Colloiery and steel bars from Panteg.

POW trains. Bill Crosbie-Hill
Refers to article written by letter writer in GWR Echo in 1985 and to letter from Stuart Davies: Bill's father worked at NAAFI in Weymouth and travelled home to Devizes on Saturdays on 3 car diesel set which he left at Trowbridge where he was met by Bill. Refers to 29XX used on Swindon to Weymouth trains. See also further letter from Bill Crosbie-Hill on page 477 and letter from Stuart Davies.

The Chalford line revisited. Malcolm Capaner.
Writer was a regular traveller on line, confirms the error noted in next letter and adds detail to the captions. Notes the high speeds recorded when racing the southbound Devonian normally hauled by a Jubilee class and the 07.45 Bristol to Bradford northbound (No. 45662 Keppenfelt often employed)

The Chalford line revisited.  Roy Denison. 417
See photograoh on p. 299 (lower) where caption incorrectly states an "Up" train but it was Down 08.12 to Gloucester

Gas turbines. Richard Stevens.
Memories of searching for No. 18100 on former Great Central route north of Aylesbury off A41 near Akeman Street station: see also letter from D. Blake on p. 477

Movement of horses in World War One. Simon Fosbury.
Call for information on horses imported from the USA and Canada via Avonmouth and trained at a Remount Centre at Shirehampton and then forwarded to France presumably via Southampton. There must have been special trains for this traffic (and from other Remount Centres).

Congresbury. Terence Burley.
Had read article in Issue 15 and was particularly interested in one shown on pge 630: were any buildings extant. See response from Brian Hillier on page 476

Chalford auto train near Bambridge on its final day. Roy Dennison. 418-19
Two page spread colour photograph

Letters. 420

'56XXs' and Cambrian 0-6-0s in traffic. John Bates.
See Issue 83 page 153: use of 56XX class at Stourbridge mainly on freight, but also on excursions: to Stourport-on-Severn (Nos. 6617, 6693 and 6674 noted on 8 June 1957) and on football specials to Hawthorns Halt (for West Bromwich Albion) where the class could cope with the 1 in 42 between Cradley Heath and Old Hall.
See Issue 45 page 242 on Cambrian Railways 0-6-0s: photograph of No. 849 taken by writer's father at Llanbedr & Pensarn station on 10.43 to Pwllheli on 25 August 1954.

Wivelscombe. Robin Markes
Horse Dock on signal diagram: during WW1 there was an Army Mule Depot at Wivelscombe and this was supplied with mules imported from South America, Portugal and Ireland landed at Avonmouth. See Sue Farrington. Wivelscombe: a history of a Somerset market town. Colden, 2005.

No. 1455 at Chalford with auto for Stroud on 19 October 1963. M.G.C. Smith. rear cover

Number 96 (Autumn 2015)

John Copsey. Passenger operations at Birmingham Snow Hill. 422-39.
The Great Western had hoped to be able to link to the Grand Junction Railway in Birmingham, but these plans were firmly thwarted by the London & Birmingham Railway. Nevertheless, the Oxford & Birmingham Junction Railway managed to reach Birmingham via Banbury, but leaving works which were never completed notably the Duddeston Viaduct and being forced to install mixed gauge track.

Bristol 'stower'. 440

Peter Kerslake. Laira in the 'fifties. 441-7
Snaps taken with a box camera

*No. 6017 with double chimney had worked down on a Boat Train Special and was having its tubes cleaned; No. 6004 had brought down Cornish Riviera 

John Copsey. '45XX' class 2-6-2Ts at work. Part two. 448-69.
Part 1 see p. 361. Detailed working drawings diagrams on pp. 448 (cross sections); 450-1 (side elevation and plan) and 480 (bunker and cab cross section (79050). Usual mixture of allocations and specific workings. About half the photographs show locomotives fitted with cab shutters. Part 3 see next volume page 43 et seq See also letter from Cedric Appleby on pp. 298 & 305 on 45XX, mainly 4500 type in Cornwall.

John Copsey. Wartime on Hatton Bank. Part 3. 470-5.
Part 2 see page 401

Letters. 476-80.

Bananas at Avonmouth. Mike Young.
Cites GWR goods wagons by Atkins, Heard and Tourret. Prior to WW1 GWR had built 200 banana vans. During WW1 the need to transport frozen meat led to the conversion of 300 V16 Minks to insulated vans by fitting a second body within the van and bloocking off the interior of the ventilators. Following the War it was realised that these would form excellent bananna vans if fitted with heaters. These became Diagram Y4 vans and 47 new vans were added. Russell's Pictorial record of Great Western wagons is also cited.

Bananas at Avonmouth. Robert Ferris
Confirms above;; also notes the March 1923 Issue of the Great Western  Magazine and article by John Lewis in Issue 67 pp. 167-8

Bananas at Avonmouth. R. Tourret
Confirms the genuine character ob photograph at foot of pp. 320-1.

Congresbury. Brian Hillier
All buildings at Congresbury had been demolished, but those at Sanford & Banwell were very similar and are being restored. The specific small building mentioned was probably a parcels office.

Banbury goods. Richard Ivens.
reference to "Trout Street" should be to Crouch Street.

45XXs. S.C. Bromhall
States that at time of Newquay three locomotive effiort on 17 August 1929 No. 5501 was working ffrom Pemzance, although 4575 locomotives "did not appear there until the late 1950s '(KPJ: banned from St. Ives branch until then!). See page 372 upper: argues that cannot be No. 5571 (as per caption: no number visible on locomotive) as has Dean buffers  and tall safety valve cover). See caption for 373 upper: 1938 not 1935 for transfer to Cambrian lines. See 374 upper: location Gloucester Horton Road. See 376 middle: Newton Abbot not Plymouth. See 378 middle taken on 21 July 1937 (when KPJ was 2). Also notes that monogram far from ubiquitous. See page 390 and page 401 could not be number stated as actual locomotive had straight framing

Worcester Factory. Brian Penney. 477
Content of letter added to precis for picture

Devizes PoW trains. Stuart Davies.
Letter writer's father was a fireman at Weymouth in 1944 and worked on German prisoner of war trains from Portland to Devizes. Portland station could not accommodate outside cylinder engines so two 43XX were coupled tender-to-tender to work the trains to Portland, but propelled the trains into the platform. At Weymouth these were replaced by a 29XX  which ran to Chatney & Chirton where in ran round the train before hauling it tender first into Devizes. Having unloaded it went forward to Holt Junction and to Westbury where it reversed on the triangle before returning to Weymouth 

Devizes PoW trains. Bill Crosbie-Hill.
Letter in part refers back to earlier letter on PoW trains mentioning TV programme on prisoners of war in Devizes, and in part to No. 2913 St. Andrew noting that had been used to haul inugural express newspaper train to Swansea (hauling a short train), photographed leaving Platform 1 at Paddington in 1932.

Gas turbine 18100. D. Blake.
Locomotive was seen near Akeman Street suignal box in 1967 or 1968 when the remains of former Great Central Railway provided access tto the Westcott rocket propulsion establishment.

Gas turbine 18100. A. Lathay
Writer witnessed tests on 1 in 41 Hemerdon bank with 375 tons. In March 1952 17 coaches were restarted on the bank. Letter writer then called up for National Service, but notes reports of tests on Dainton with 27 coaches or about 800 tons, but failed to restart due to wheel flanges being locked to the rails. Heat dissipation from the turbine blades alleged to be problem.

Models on GWR stations. Peter Parks.
See previous letters from T.W. Wykes, Brian McCurd, John Trumper (at Biringham Snow Hill) and David Perks. Dogs with collecting cans strapped to their backs used to collect money for charities: one was eventually stuffed and a slot collected coins. The writer surmises that this was eventually replaced by a 3½ gauge model of No. 111 The Great Bear which in turn was replaced by a model of a King in 1927. The model of No. 111 was made by James Carson of Cricklewood . Three of these models remain: one owned by the writer, anoth by William McAlpine and one in the foyer of the Gidea Park Hotel on Dartmoor

The '39XX' tanks. Eric Youldon.
On p. 147 it is stated that 39XX were rebuilds of Dean Goods but  RCTS The locomotives of the Great Western Railway Part 5 indicates that only the wheels and motion from the Dean Goods were used

Bristol Zoo. D.J. Cross.
Routes taken by ecursions to Bristol Zoo (reversing at Pilning or at Stoke Gifford or at Stapleton Road: 42XX, 72XX and 28XX provided motive power until 1960: locomotive on page 328 was No. 6846 and date 20 August 1963

No. 6905. David J. Tomkiss
The Red Dragon and other old friends by Ieuan Daniel contains a photograph of the locomotive fitted with the eight-wheel tender taken on 14 May 1959.

Reversed radii lining. Roger Davis
Refers to excellent articles by Roger Armin in British Railways Journal Nos. 56 page 267; 57 page 333 and 58 page 17. Also cites Locomotives Illustrated No. 92 where on page 17 a new Swindon 3232 class 2-4-0 No. 3233 and an Armstrong Goods  Armin had noted that there is no evidence for reversed radii lining for a tender locomotive from Stafford Road Works. 

Maker's plates. A.G. White. 480
Armnstrong Whitworth Works Number plates fitted to 66XX series: probably not painted in any way red nor black

No. 1441 at Gloucester station beeing attached or detached from Chalfont autocar. J. Bassingale rear cover upper
Locomotive plain black; autocar carmine & cream (rather grubby)

GWR diesel railcar No. 20 arriving Gloucester station. J. Bassingale rear cover lower
Carmine & cream livery in 1956