Great Western Railway
Journal Volume 2
Issue Numbers
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According to the Editorial contained in Number 17 the Second Volume consisted of Numbers 9-16 in spite of the pagination having failed to cease at the end of No. 8: Volume 2 somewhat oddly begins at page 353.
The Yealmpton Branch. Stanley Jenkins and Chris Turner.
354-83.
The South Hams Railway was supported by the LSWR and intended to build
a line from Plympton via Yealmpton, Modbury, Kingsbridge to Dartmouth, but
failed with the devastating collapse of the banking company, Overend &
Gurney, in May 1866. The Plymouth & Dartmoor Railway (South Hams Extension)
Act of 28 April 1888 was regarded as an LSWR incursion into GWR territory.
An agreement between the two companies led to the LSWR constructing the
Turnchapel branch and the GWR agreeing to build the line to Yealmpton via
an Act of 17 August 1894 reached over the LSWR via running powers. It opened
on 15 January 1898. The line suffered severely from road competition and
passenger services were withdrawn in 1930 but were restored on 21 July 1941
due to the bombing of Plymouth and remained open until 6 October 1947. The
line closed to all traffic on 29 February 1960. See letters by
Taylor (p. 438) and Burrell
(page 440) in Number 10. The illustrations which
are extremely extensive include 1076 class No. 738 on 7 June 1930; a steam
railcar and trailer at Steer Point; the interior and exterior of Plymouth
Millbay in "Edwardian period"; 1076 class No. 1252 on 8 July 1924 with two
trailers; 5412 at Yealmpton; 3705 on 30 August 1945. Ordnance Survey map
(25 inch) of Yealmpton station area.
A signalman's day at Monmouth (Troy). Fred Hunter.
384-7+.
As in the 1950s when passenger services were operated by diesel
railcars and auto-trains. The Coleford, Monmouth, Usk & Pontypool Railway
was opened in October 1857 when the line from Pontypool Road to Usk was extended
to Monmouth Troy. The Ross & Monmouth (May Hill) opened in 1873 and was
extended across the river in May 1874. The Wye Valley Railway reached Monmouth
from Chepstow in November 1876. The Coleford Railway opended in September
1883, but had closed during WW1 and it did not influence the signalling
described.
Copsey, John. The 'Earls' at work. 388-92.
Class emerged in 1936, and is probably better known as the 90xx class
(renumbered in 1946). Allocations, workings, early withdrawals. Illustrated:
3212 Earl of Eldon at Swindon on 8 May 1937; 3201 without name. 9021
at Machynlleth in early 1950s. Colour (R.C.
Riley): 9017 at Oxford on 20 April 1958.. See also letters in
10 page 438 from Michael Hale and
73 page 34 from D. Asbury. Also letters
from Eric Youldon and Maurice
Dart.
Modern Minks: 17ft 6in covered goods wagons. John
Lewis. 393-4.
Drawings; 2 photographs.
Letters. 395-6.
'57XXs' at Reading. Bob Crawley.
Refers to feature in Number 7: yards were worked by 57xx, 87xx, etc
(latter must have provided additional adhesion through "8" having greater
mass than "5"). Shunting was performed by tender locomotives: Dean goods,
MR (LMS) 2F on loan during WW2; Bulldogs and 63xx. Others seen included 2076;
1912; 1969; 1925; 2074; 1758; 8750 and Barry Railway class E 0-6-0T No. 783
in 1943.
'57XXs' at Reading. R.J. Mugford. 396
Condensing 57xx: only No. 8700 had angular cab before forced to conform
with curved-corner cab and renumbered as 9700.
Corrections to colour captions. R.C. Riley.
Number 7 page 307: Swindon Works trip:
6945 Glasfryn Hall
Number 8 page 351 lower: 16 April 1957
—top 9749: 1014 and 4080 in sidings.
Issue 5 pp. 196/7 taken by Ian C. Allen in August
1933 (5530 on College Wood viaduct)
Fish vans. Keith Ettle.
Refers to feature by John Lewis (7 page
285): differences in roofs and ventilators
Royal Oak. Tony Parkes
See double-spread in Number 8 on pp 348-9
with melancholy horse: Design of horseboxes enabled to ensure that horse
could not see out and could face direction of travel. Covered by Protection
of Animals Act, 1911 and Transit of Animals Order 1927-47. Notes on
handling Dartmoor ponies at Ashburton. Writer ex Superintendent Devon &
Cornwall Constabulary.
Appeals. 396
5957 Hutton Hall as running in 1948 with 3500 gallon tender;
passenger specials entereing Dockyard lines at Devonport
Book Review. 396.
The Culm Valley Light Railway. Michael Messenger. Twelveheads.
GB
"competent and worthy account"
7022 Hereford Castle passing Laira on 30 August
1961 on Saltash to Goodrington train. R.C. Riley. rear cover.
Led to long letter (13) page 572 from signalman
who had worked in Laira Junction signalbox which controlled movements on
Lee Moor Tramway across mainline.
'14xx' Class 0-4-2T No. 1436 at Southall on Saturday, 8th March 1958. R.C. Riley. Cover Photo
Westbury's top job. Gerry Parkins 398-414.
The 8.40 am to Paddington, returning with 12.30 pm. 12 sets of men
in link. In 1920s worked by County class 4-4-0 and 43xx; from 1927
by Saints, from 1929 by Halls, and from 1938 by Stars, notably
4034 Queen Adelaide and 4043. In 1947 1027 County of Stafford
(see (36) page 213 top for shot of this locomotive
probably on this train) and in 1950 Powderham Castle became Westbury's
premier locomotives, but on the run described a Modified Hall 6994 was employed.
The normal routines of preparing the locomotive are described and this is
followed by an account of a run with Driver Jack Thornton on what was in
effect a stopping train to Newbury followed by a fast run to Paddington,
a quick turnround and a fast return on a train for Weymouth.
Obituary for author Vol. 7 (No. 53) page 241.
Illus: Hall backing onto up Weymouth at Westbury c1953; Westbury station;
6994 Baggrave Hall at Exeter c1951; 69982 Melberley Hall at
Westbury on 8 October 1950; Patney & Chirton station on 133 September
1957; Woodborough station; Pewsey station on 16 September 1958; Savernake
Low Level with 45xx in bay c1955; Hungerford station; Newbury station with
6994 at up platform c1955 (probably train described); Midgham station; Reading
station March 1948; 5979 Crackton Hall arriving Paddington in late 1950s;
No. 8 platform Paddington 26 April 1956; The Lawn (before one of my sons-in
law dug it up) on 28 June 1955; 6944 near Pewsey on return working on 9 July
1956.
Uxbridge High Street – a follow-up. Chris
Turner. 415-16.
Notes and photographs provided by Walter Humphries who as a Grade
1 porter in 1939. Even then there were few passengers. Some of the photographs
of the deserted station were taken at night. Another shows London Transport
bus CXX 156 on the 309 seervice with a T class in the background. Freight
consisted of coal for Charringtons, Colesil and Budd and Abel, and some tank
wagons.
General Arrangement of 'Earl' Class 4-4-0. 418-20.
Dated January 1940.
Rhymney 'M' and 'R' 0-6-2 tanks after the Grouping.
John Copsey. 421-9.
123 locomotives were provided by the RR at the Grouping: 101 of these
were 0-6-2Ts constructed under the superintendency of John Jenkins until
1906 and C.T. Hurry Riches thereafter. All were supplid by outside builders.
The M class were constructed by Robert Stephenson in 1904 and had 4ft 6in
driving wheels: numbered 33/47-51. The R class (also supplied Robert Stephenson,
but with higher boiler pressure in 1909) were numbereed 30-2/34/46. In 1921
Hudswell Clarke supplied six with Belpaire boilers: 35-8/39/44. The earlier
locomotives were fitted with Belpaire boilers and some were "improved" with
No. 2 taper boilers. Lists allocations and duties of class in December 1938.
Illus.: 36 on 18 May 1957 at Llanbradach on empties; 41 ex-works at Cathays
shed in early 1930s; 38 at Bargoed Pits on 27 June 1957
(coal train with two enclosed hoppers for pulverized
fuel: see letter Number 13 page 572 by K.N. Prince
and letter from David Tomkiss in Number 14 page 616;
38 on mixed freight passing ex-Cardiff Railway 155 at Cherry Orchard on 17
May 1952 (R.C. Riley); 40 on 5 May 1951 at Radyr shed (had been rebuilt with
taper boiler in October 1949)(RCR); 39 at Cherry Orchard (two views); 38
at Walnut Tree on 26 September 1957 (R.O. Tuck); 36 at Tyndall Street on
21 March 1957 (ROT); 38 at Llanbradach on 7 September 1957 (ROT)
GWR Civil Engineer's plans and drawings. 429.
Announcement about then availability, and then prices, from
Railtrack.
Chard. R.C. Riley (phot.). 430-1.
Colour photo feature: Chard Central and 7436 on train and outside
engine shed on 6 June 1961.
A new box for Adlestrop. Mike Christensen.
432.
Photographs taken in August and December 1906: former shows timber
frame, and latter completed signal box.
Modern Minks: GWR 17 ft 6 in covered goods wagons. Part
2. John Lewis. 433-7.
12 ton pallet van; drawing Swindon January 1953 W114175. Conversion
by BR to V23. Illustrations: V23 125443 as built, 134053; W101245; V24 124472;
133749; W126578; W125837; DW 139455.
Book Reviews. 437.
The Lee Moor Tramway. Plymouth Railway Circle. GB.
Professionally produced with attractive typography and
layout.
Encyclopaedia of the Great Western Railway. Patrick Stephens.
GB
Includes potted biographies of many company officers – information
stated not easily obtained elsewhere. Notes errors.
Letters. 438/440.
Earls. Michael Hale.
See Number 9 page 388: : 9021 stored at Moat Lane
Junction, not at Abercynon; originally it had been intended to "construct"
40 of these extraordinary things; how they were renumbered; limited activities
of Bath Road inmates; sent for evaluation as pilots on South Devon banks,
but this was a failure. Editor states that official engineering history cards
that Abercynon is listed. See letter from D. Asbury
in Issue 73 page 34 on "storage at Abercynon"..
Earls. Eric S. Youldon.
See Number 9 page 388: : The Earl nameplates
were the incorrect dimensions for Castle class; questions whether
those fitted to 5063 Earl Baldwin were made to the correct dimensions.
Confirms failure to perform as pilots on South Devon banks. Questions the
need to renumber: additional 2251 class could have been numbered at
62xx
Earls. Maurice Dart.
See Number 9 page 388: A similar attempt to use
class as pilots in South Devon was made in the autumn of 1951, but it also
failed: perhaps Bluebell Railway may persuade First Great Western or Virgin
if their solitary example might improve performance in South
Devon.
Yealmpton. Roy E. Taylor.
Long informative letter. See Number 9 page 354.
Writer's father, Sydney Taylor, was porter at Brixton Road & Elberton
Cross: he grew vegetables at former and pumped water at latter. He saw steam
railmotors at Brixton Road, but drivers objected to heat from boiler. Also
notes on brickworks railway.
Yealmpton. Jack Burrell.
See number 9 page 354: journey by GWR bus
to Bigbury-on-Sea from Millbay in 1928; odd feature of Lipson Vale Halt only
being served by SR trains; movements of ex-Yealmpton staff, notably Signalman
Dunstan.
Goods Department. D.J. Tomkiss.
See Number 8 page 339:: page 345 "roadside
wagons" or vans used on Cambrian Railways (possibly derved from LNWR); page
344: Ystrad Mynach dividing point of RR and LNWR still used by LMS/GWR four
years after Grouping; page 353 Hiwraun back platform with Merthyr auto
train.
61XXs. M.C. Clifton.
Reversing gear (lever type): see Correspondence in Old red sandstone
issues between Hingley and Goslin. Also refers to Number 5 for comments by
Rowledge concerning code names: Grove, Deepdene and Deeplus.
47XXs.G. Layzell Ward.
See Number 3: 47xx on Castle Cary to Weymouth line.
Penzance Long Rock. R.C. Riley (phot.). 439.
Colour feature: 7916 Mobberley Hall on turntable on 29 April
1961 and 4552 on 9 April 1960.
Fawley station, looking towards Hereford in June 1963.
M.E.J. Deane. front cover
With 2-6-2T arriving at head of three corridor coaches and van
Henley-in-Arden. Roger Carpenter and Cris Turner.
442-58; 472-84.
After a protracted history Henley-in-Arden managed to get itself onto
a nominally independent branch line from 6 June 1894. The article includes
a description of this line written by T.R. Perkins which appeared in the
November 1902 issue of the Railway Magazine. The Birmingham & North
Warwickshire Railway had ambitions of extending south from Birmingham to
connect with the Great Central Railway via the East & West Junction Railway
and a Bill for such a line received the Royal Assent on 25 August 1894. This
was strongly opposed by the GWR and they took over the powers and modified
them for what was to become a new mainline from just south of Birmingham
via Henley-in-Arden, Stratford, Honeybourne and Cheltenham, thence over the
Midland route to Bristol. See also letter from
Mike Young in Issue 64..
28xxs in the north during the Great Western era.
John Copsey. 459-70.
Brief history of the class in service, including specific tests, notably
of 2806 on 11 February 1906 when it hauled 955 tons from from Severn Tunnel
Junction to stoke Gifford; 1095 tons to Swindon, and 1630 tons from Swindon
to Paddington. On 25 February 1906 No. 2808 on a similar working hauled 2012
tons on the Swindon to London section. In 1907 tests were conducted on the
1 in 50 Gowerton incline. On 2 March 1913 No. 2834 hauled 98 loaded coal
wagons (approx 1390 tons) from Banbury to Acton. Prior to WW1 28XX had been
allocated to Tyseley. During WW1 the class tended to be concentrated on South
Wales. Following WW1 28XX were allocated to Chester, but most were
moved away and the ROD type tended to be used on the Northern Division. In
the 1930s the 28XX class tended to displace the 43XX and an important source
of traffic was iron ore from the Midlands to South Wales. General arrangement
drawing 2884 class Lote 321, Swindon, February 1938 No. 109101.
Shed scene: Reading shed with 4985 Parwick Hall.
(col. illus.). Paul Strong (phot.). 471.
22 April 1962
County class 4-6-0 No. 1018 County of Leicester
at Dolcoath Siding, Camborne. R.C. Riley. rear cover.
Locomotive in BR lined black livery: on 18.20 Penzance to Kensington
milk train on 16 July 1956.
Hall and Castle leave Newton Abbot with
westbound express. Derek Clayton. front cover.
June 1956: other shots taken at same time & location on
rear cover.
Operations at Ashburton, Chris Turner.
486-504.
As experienced by staff at in immediate post-WW2 period, notably drivers
William Cartwright, the senior driver who served on the Parish Council, and
Bill Marks, and porter/signalmen Winnie Goodwin and Fred Gilbert, and truck
driver Gerry Cook who was involved in zonal distribution. 1470 was the regular
engine as it had its Mason (steam heating) valve removed to enable it to
provide steam to the water pump to lift water to the tank (mainly used by
the daily freight locomotive). The passenger and freight traffic is described:
the former included workers to Staverton and Totnes on the first train and
school pupils to Totnes. The latter included inwards fertilizer to Edwin
Tucker & Son, but most of their output was hauled in their own road vehicles.
Coal was brought in for the Ashburton Co-op and Reginald Robertson. Outward
traffic included timber, cattle (four fairs per annum), and ponies (fair
on first Monday in October), but this traffic was in decline. In the 1930s
there had been an annual Sunday school trip to Teignmouth.
See letter by John B. Horne (Number 14 page 613)on
closure of Ashburton gas works. Also letter by Jack Burrell The illustrations
include: Page 486: 517 class plus auto coach on 10 August 1935 (G.N. Southerden)
locomotive was probably No. 1487 (517 class) see
letter from D.T. Perks in Number 17 page 17.; engine shed in 1947 (P.J.
Garland); 1470 on shed in early 1950s (W.A. Camwell) and by (M.E.C. Deane);
station exterior in early 1950s (A. Attewell), interior in 1947 (PJG) and
(J.H. Moss); goods yard in 1949; 1470 arriving on 25 May 1956 (MEJD); Totnes
in 1936 (PJG); Staverton and Buckfastleigh (JHM), 4405 on freight in 1952
(John Harrison); cattle special on 7 November 1957 (W.A. Warbuton).
Kitchen service, H L. Boston. 505-18.
One of the very best contributions (posthumous). Author started as
kitchen boy in March 1929 on the overnight Irish boat train (7.55 pm Paddington
to Fishguard). The kitchen staff joined the train at 4 pm at Old Oak Common
and served two sittings for dinner before closing the car at Cardiff reached
at 10.04 pm. They then made much ready for breakfast on the run to Swansea,
after which they slept in the car until back at Swansea when they served
breakfast from 5.40 am until passing Swindon when they closed again and made
the car ready for the newxt crew. In 1931 he was moved to the Torbay Express
where worked started at 8 am for departure from Paddington at noon. Lunch
was served and the crew boarded overnight in Kingswear. The following day
they served lunch and afternoon tea on the return journey. The crew consisted
of a cook, his assistant, the kitchen boy, the conductor, two assistants
and a page boy. The cars were divided into kitchen and pantry. On one journey
over the newly-opened Frome/Westbury cut offs the car derailed on the points.
Between 1932 and 1934 he worked on the Cornish Riviera where lunches
and then teas were served until Truro. On the return work started at 8 at
Penznce and lunch was being served before Plymouth. In 1934 he was promoted
to assistant chef and served on the Plymouth boat trains where he saw many
celebreties and on specials, such as those for football and rugby matches.
It is illustrated by his own photographs which include on of a King
at Kingswear, and of staff photographs. Letter by A.
Spooner Number 14 page 616 suggests identities of Kings portrayed. Drawing
of first class restaurant car (Lot 1468), Swindon Dec 1930.
An overloaded 'Star', John Copsey. 519-20.
27 July 1946: Snow Hill to Cardiff service hauled by 4058 Princess
Augusta with a train load of 15 coaches or about 450 tons. Departed
Birmingham 14 min late and arrived 62 min late.
Modern Minks. Part 3. John Lewis. 520-1.
Diagram V26: 12 ton covered wagon fitted with partitions: 'parto'.
Side and end elevations. Reproduction of GWR 1939 circular "signed"
A. Maynard. Illus. of 126277 c1950 (Roye England)
Bank Holiday traffic in Somerset, 1934, Michael
Chichester. 522-523.
Table: observations made at Wyke signalbox and Bruton station.
See letter Number 14 p616 by Bill Crosbie-Hall on Star
performance.
Temple Meads in Wartime, Peter Harris 524
The blackout was the first immediate effect. Location of Railway Transport
Office, formation of Local Defence Force, calls ups, slower and delayed trains,
air raids began 24 November 1940, severe one of 3 January 1941, women workers,
temporary staff replacements, canteen provision, beer, automatic telephone
exchange installed in August 1943, coach equippped with wireless communication
kept at Severn Beach, effect of prepartion for Second Front, absurd arrangements
demanded for General Omar Bradley (US), hospital trains.
See letter (Number 14 page 613) on anti-glare screens
for 3822. and letter by Keith Ettle on Castle
& super saloon kept ready for arrivals at Bristol Airport.
A Lucky Escape. J.W.P. Rowledge. 527
Derailment of engineer's train at Pontsticill due to failure to couple
up correctly in Torpantau Tunnel. Illustration of 8766 alias 6766, on unrelated
passenger train (Brecon to Newport at Torpantau station on 18 May 1959 (R.O.
Tuck)), according to caption. See letter (Number 14
page 613) concerning incorrect caption: not 6766, but 8766.
Letters. 528.
'Earls'. Jack Burrell.
See Number 10 letter by nn: allocation to Llanidloes — not permitted
to work to Brecon.
Minks and Palvans. Stuart Brasier.
See Number 10: doors were offset from centre — to left or
right.
Westbury. James Graham.
Not 4966 but 6966
Yealmpton. E.R. Shepherd.
See Number 9: writer was passenger on 25 July 1944 when train consisted
of 6407 with autocars 5 and 6. 3705 was on freight. Records of freight motive
power: 57XX and 112XX diesels.
Newton Abbot station in June 1956. Derek Clayton.
rear cover.
Two views: three Halls, and vista of station and smokey engine
shed. See also front cover.
'61xx' Class 2-6-2T No. 6148 from Southall pictured outside Paddington on 20th June 1959. R.C. Riley. Front Cover.
Uxbridge Vine Street. Stanley Jenkins and Chris
Turner. 530-61.
General development of transport to, and through, Uxbridge which is
14 miles West of Tyburn. West Drayton became the railhead on 4 June 1838.
The Great Western & Uxbridge Railway received its Royal Assent on 3 July
1846, but it collapsed. There were several proposals for direct lines to
Uxbridge through Oxford, but the GWR obtained powers for a branch in 1853.
The BoT inspected on 2 September and the line opened on 8 September 1856.
There were no major works and the line was converted to standard gauge in
October 1871, and was doubled in 1881 when it was inspected by Col. Yolland.
The LNWR took some interest in an Uxbridge & Rickmansworth Railway, but
it failed to materialise. In 1897 the GWR became involved in the Birmingham
direct route which had envisged an Uxbridge loop, on which work was started
and then abandoned leaving the High Street and Vine Street branches as stubs.
Tramway and Metropolitan Railway, and later Piccadilly line competition,
led to loss of passenger traffic, but freight and parcels remained. Nevertheless,
passenger services on the branch until they were withdrawn, in spite of the
creation of Brunel University on 10 September 1962. Freight followed on 24
Febrauary 1964. Lists PRO sources. Plentiful illustrations of Vine Street,
Cowley and West Drayton stations. Ordnance Survey plan 1934. Auto trains
and diesel railcars: W31 arriving 3 August 1957. See
letter from Alan F. Garner in Number 14 on page 613.
'2301s' on Passenger Duties. John Copsey.
563-70.
General arrangement drawing, Swindon April 1940. Introduced by William
Dean in 1883. In early days they performed express passenger duties as their
haulage capacity was ghreater than that of contemporary 2-4-0 and 4-4-0 types.
They worked excursion and mainline stopping trains. Tables indicate workings
in 1898 and 1906. Such workings decreased in WW1 as many of the class were
sent on ROD duties. There were few passenger duties in the 1930s. Allocations
in March 1938. Illus.: 2487 in early twentieth century; 2306 at Stourbridge
Junction in early 1920s; 2486 at Old Oak Common in early 1920s; 2301 class
at Builth Wells c1932; 2460 at Stourbridge Junction on excursion to Bridgnorth
in 1920s; 2407 at Bristol Bath Road on 5 May 1950; 2515 (cab view) at Gloucester
in 1930s. See letters in Number 14 by the late J.F.
Burrell, Roy Williams and
D.A. Picton
GWR concrete post & wire fencing. 571.
Drawing.
Letters. 572
The Ashburton branch. Eric Shepherd.
Trains observed between 1940 and 1957.
Rhymney 0-6-2Ts. K.N. Prince.
See (10) page 425 for illustration and
letter from David Tomkiss in Number 14 page 616
for information about wagon with unusual enclosed hoppers.
Laira Junction. L.W. Crosier.
See (9) rear cover: writer was
signalman at Laira Junction bewteen 1958 and 1967: adds detail to caption,
especially on working of Saltash to Goodrington which was run for people
making use of runabout tickets. Stock for St Austell to Plymouth workmen's
train is visible. Wooden huts ere hostyel and canteen. The Lee Moor Tramway
is just visible and English China Clays had right to cross mainline at any
time and signalbox contained catch points to prevent tramway trains crossing
without permission.
'61XXs. A. Cruikshank.
Boiler pressure reduced to 200 psi on 6116
Two 4-2-2s double heading express through Sydney Gardens,
Bath. John S. Gibb. 572.
f ine ink drawing
A down train from Paddington to West Drayton at Subway Junction on 10th September 1960. R.C. Riley. back cover
'Castle' No. 5034 Corfe Castle from Old Oak,
at Bath Road Shed on 5th July 1959. R.C. Riley. Cover photo.
See also rear cover and in
Number 16 page 708 Chris Youett wondered whether
Castles would have been "better" with County boilers.
Walsh, B.D.J. Recollections of Windsor in the 1930s.
. 574-9.
Writer was an Old Etonian, something of a rare bird in railway enthusiast
circles (and for once justifying the swan in the publisher's title).
Disappointingly neither Kings nor Castles were not called upon to haul the
school specials, but each term ("half" in Etonese) a couple of coaches were
attached to the rear of the 20.35 Paddington to High Wycombe train and these
were detached at Slough to be worked forward to Windsor by a 61XX. A special
ran non-stop from Windsor at 12.03 for Paddington when long leaves were granted
and also for attendance at the cricket match to play Harrow. Specials were
run to Henley for the Regatta. Under the top hat an ordinary boy lurcked
who liked to cycle across to the GWR mainline and cross to the Eton Signal
Box where the signalman was befriended. Slough was strictly
out-of-bounds.
Lewis, John. Modern Minks: GWR 17ft 6in covered goods
wagons. Part 4. 579-85.
V36 wagons constructed between July 1945 and May 1947: they had plywood
bodies and vacuum brakes.
Shed Scene: Pantyffynnon. W.A. Camwell. 586-7.
1936, shortly after shed opened on 9 March 1931. No locomotive visible,
but several steel loco coal wagons.
'Saints' at Bristol. John Copsey. 588
In 1902 No. 100 Dean was allocated to Bristol. This lists
allocations and workings from then until their demise in early 1950s. Pp
594-5 general arrangement drawing for 2931-55 series Number 44463, Swindon,
August 1911. Table on 593 was subject of letter from
Jack Burrell (15 page 649 on working performed by No. 2928 which operated
the 19.32 Stapleton Rd to Cardiff on which the locomotive had arrived at
16.01 on working which originated at Carmarthen. In between the locomotive
was used to bank to Filton. Also letter from D. Belton
(15-649) claiming that Saints were better than Halls. Illustrations:
2905 Lady Macbeth Sonning, 15 May 1925 (M.W. Earley); 100 William
Dean, Taunton, c1900; 2940 Dorney Court Bristol Temple Meads 10
June 1933; 2955 Tortworth Court, Bath Road, 12 May 1937; 2913 Saint
Andrew, Taunton, 2 August 1938, on express; 2939 Croome Court,
Bath Road, 1949 (MWE)
Malmesbury cleaner: night work at Malmesbury shed
1924-35. Mike Fenton. 598-607.
Author also wrote book on branch (Wild Swan). Subject was Fred Hindler
who had been born on 6 September 1907. His father was a gamekeeper on Estcourt
Estate. His family were Roman Catholics and lived in Malmesbury rather than
the nearer Tetbury as the former was blessed with a Catholic Church. Hindler
performed the night work at the small shed. Illustrations: station and 58xx
in 1934; 517 class with three 6-wheel carriages in 1931; 5802 on 17 July
1933 on first train to traverse truncated line (Bertram Farmer).
Prewar goods work at Ketley. H.A. Cowgill.
608-12.
Junior clerk who started work in May 1934. Ketley was near Wellington
in Shropshire, but the area is now part of Telford new town. The GWR
owned no property but office was housed on premises of one of two major customers
(Sinclair Iron Co.); the other was the Wrekin Foundry (James Clay (Wellington)
Ltd). The output was cast iron fittings: pipes, gutters, firegrates, manhole
covers. These were sent to a very wide variety of destinations, some of which
was to destinations on 'foreign' companies and required paperwork for the
Railway Clearing House. The accounting was closely associated with that of
the customer. Incoming raw materials included pig iron from Holwell Junctuion
and Kettering, limestone from Wirksworth, fireclay from Mow Cop, sand from
Shifnal, scrap from North "West England and coke from Tonyrefail and Tondu.
Shunting was complicated by a level crossing across the A5 trunk road. The
writer also worked at Horsehay and Coalbrookdale where the foundry outputs
included kitchen ranges. Ordnance Survey plans for 1937 (25 inch).
Letters. 613/616.
'2301s'. J.F. Burrell.
See Number 13 page 563: the workings
listed for 2354 (that is Brecon to Newport and Brecon to Moat Lane were linked,
and also included Cambrian Railways' 0-6-0s. Also notes workings by 2301
class in Bristol area.
'2301s'. Roy
Williams.
See Number 13 page 563: illus.
of 2487 was not at Bristol, but may have been Westbourne Park.
'2301s'. D.A. Picton.
See Number 13 page 563: Never
saw an Oswestry based 2301 at Bristol: caption stating 2543 should have given
2534; also mentions Avonmouth workings.
Uxbridge. Alan F. Garner.
See Number 13 page 530:
observations on 97xx working in 1951; rolling stock in 1950s; GWR railcars
and BR DMUs.
Ashburton. John B. Horne.
See Number 12 page 486. Notes on gas works:
the works in Ashburton had been opened in 1839, and were bought by the Urban
District Council in 1900, but were sold in 1933 to the Devon Gas Association
which in 1934 connected the town to Buckfastleigh with a new gas main and
closed the Ashburton works. Notes loss of coal traffic to gas works, and
where GWR gas works had been situated. This last was subject of letter
further letter from writer in Number 15 page
649.
Ashburton. Jack Burrell.
See Number 12 page 486.Notes on career of signalman
Dunstan, who had come to Ashburton from Yealmpton and by June 1945 was at
Gwinear Road. Also notes which members of 517 class had been used on
branch.
Bristol Temple Meads in Wartime. Martin
Webb.
See Number 12 page 524: Researching
anti-glare screens for preserved 3822.
Bristol Temple Meads in Wartime. Keith
Ettle.
See Number 12 page 524: a Castle
with a Super Saloon was kept in waiting for arrivals at Whitchurch (Bristol)
Airport: it is believed that Churchill used this service. Further information
on this service see letter from Ron Hacker Number 15
page 649.
A lucky escape. Eric Youldon.
See Number 12 page 527: caption
incorrect 6766 lacked brakes for passenger service, furthermore is clearly
8766.
Bank holiday traffic. Bill Crosbie-Hall.
See Number 12 page 522: notes
that Stars appeared to be making "heavy weather" on heavy trains. Also refers
to British Railways Journal Number 44 for performance by a Saint on a
combined Oxford and Trowbridge/Westbury 16-coach train from Reading to Paddington
behind Caprotti-equipped 2935 Caynham Court where it blasted away
in great style.
Restaurant cars. A. Spooner.
See number 12 starting page
505: identifies two King class illustrated: 6011
King James I and 6001 King Edward VII, and suggests date for
latter.
'28XX'. Dennis Beasley.
Refers to Number 11 page 459: 2803 was painted bl;ack with red lining
in June 1903.
Rhymney. David Tomkiss.
See Number 13 page 572 letter by K.N.
Prince and original picture in Number
10 page 425: the hoppers illustrated were for conveying pulverized coal
from Powell Duffryn Associated Collieries to the Company's power stations.
They had been built at Cambrian Wagon Works, Cardiff in 1920s/30s. Also refers
to illustration on page 428 showing a roofless lime 'cottage' wagon.
Worcester Shrub Hill. R.C. Riley. 614-15.
Colour illustrations taken on 1 June 1963 showing: 4905 Barton Hall
passing engine sheds on freight; 4916 Crumlin Hall and 7025 Sudeley
Castle on express for Paddington and 7005 Sir Edward Elgar (grubby
light engine on sparkling day).
Locomotives on the edge of the engine shed at Worcester.
R.C. Riley. rear cover.
Congresbury, Whitsun 1956, with the familiar '45xx' on a Yatton to Wells train. J.H. Moss. Front cover.
Congresbury. Mike Christensen and Chris Turner.
618-35.
On Cheddar Valley line: powers for a line from Yatton to Wells were
obtained by the Somerset & Dorset Railway (broad gauge) on 14 July 1864.
These powers were transferred to the B&E on 19 June 1865. Open ed Yatton
to Cheddar on 3 August 1869 and to Wells on 5 April 1870. Converted to standard
gauge on 18 November 1875. Absorbed by GWR on 1 January 1876. A Light Railway
Order for the Blagdon branch was obtained on 18 March 1898, and the Wrington
Vale line was opened on 4 December 1901. Congresbury was modified with a
crossing loop and an extra platform. The passenger service to Blagdon ceased
on 14 September 1931 and the line closed to all traffic on 10 June 1963.
Ordnance Survey map for 1936. Camping coach at Blagdon in 1939. Names and
portraits of several members of staff. See letter
from Terence Burley in Issue 95 p. 417 and response to it from
Brian Hillier on page 476 (Issue 96).
Paddington. 636.
Country end of platforms 1 and 2, c1907. Edwardian third class passengers
boarding train. Bishop's Road Bridge being reconstructed.
'78xxs' in Traffic. John Copsey. 637-48.
Includes general arrangement drawings and notes changes in names from
as originally proposed. Illus.: 7810 Draycott Manor at Leamington
Spa in 1947 H.J. Stretton-Ward); 7810 on Banbury to Paddington train in July
1946 (M.W. Earley); 7810 on Swansea service formed of LNER stock near Cheltenham
on 24 July 1939; 7813 Freshford Manor assisting 6010 King Charles
1 on Rattery Bank in 1954 (MWE); 7814 Ilford Manor at Cheltenham
in December 1950; 7802 Bradley Manor at Shrewsbiry c1952; 7816
Frilsham Manor on Reading shed on 26 June 1964. page 642: livestock
vehicles listed (third column) were LMS not GWR (but stated
to be LNER See letter by N.J. Knowlden on page 707 (Number
16). See also letter from T.H. Shuttleworth on same
page on 7806 working from Chester through to Barmouth in 1946.
Letters. 649.
Ashburton. John B. Horne.
See letter in Number 14 page 613 for letter
by same writer: on the location of GWR coal gas works, notably Wormwood
Scrubs, Worcester and Didcot, and the location of oil gas works at
many more locations. Letter from Eric Youldon in 16
page 708 on use of GWR gas to fuel Admiralty buoys.
'Saints'. D.T. Belton.
See Number 14 page 588: Writer considered that
Saints were "better" than Halls.
'Saints'. Jack Burrell.
See Number 14 page 593 (feature begins p.
588): as well as describing the working noted in table
on page 593 writer notes the 17.45 Bristol to Swindon running-in
turn.
Temple Meads in Wartime. Ron Hacker.
See Number 14 page 613 letter from Keith
Ettle: the VIP Special was connected with flights into
Bristol Airport. The Castle with Super Saloons and special crew arrived at
Platform 10 in Paddington: writer had personal experience of thses
workings.
Birmingham Hockley. Frank Popplewell. 650-9.
This major freight depot opened in 1862 with separate inwards and
outwards sheds for traffic. Over 1000 staff worked there in the 1920s, including
about 160 clerical. There were seven boatmen, 450 horse-drawn vehicles; 270
horses and 41 motor vehicles in 1928. The author left King Edward's Grammar
School before he was 16, and was appointed by the District Goods Manager
to start work on 16 August 1935. F.K. Pelley was the District Goods Manager;
'Beau' Lees was the Goods Agent, and F. Masters was his Deputy. The many
female clerks were paid less than the men. The Soho & Winson Green warehouse
and yard were under the control of Hockley. A modern warehouse was constructed
c1930 and was used by SPD for the distribution of foodstuffs. Container trafic
was handled there. There was a cattle dock at Bordesley. Covers the methods
employed by GWR for securing payment. Hockley was modernized in 1939: a new
office block was built and accounts involved the use of Burroughs accounting
machines. Notes the location of bonded warehouse. Part
2: Number 16 page 700. See also letters in Number
16 page 707 from Keith Harrison on iniation rights of the "long stand"
variety and on the Farm Book; and from L. Foxon concerning
use of boats and Thomas Bantock boatage and cartage agent for GWR..
Illustrations include those of Hollerith sorting machines and printers and
Ordnance Survey maps for 1914.
Shed scene [Llantrisant]. 660.
Coaling stage, c1930.
Congresbury, looking south from the Signal Box towards
the divergence of the Wrington Vale and Wells Lines, Whitsun 1956. J.H. Moss.
Back cover.
In the Postwar Years, passenger services were largely worked using
either '45xxs' and 'B Sets' or Diesel Cars, with '2251' 0-6-0s on Bristol
& Wells Freight Trains. Blagdon branch freight services were hauled by
'48xx' 0-4-2Ts.
4555 at Coryton station on 23 June 1962. R.C. Riley.
front cover.
See feature on preserved locomotive (page 689) and
rear cover.
The Aberayron Branch. William H. Smith and Chris
Turner. 662-88+.
Sir J.W. Szlumper proposed a 2 ft gauge line from Newcatle Emlyn to
Aberayron and New Quay, and the Vale of Rheidol actually obtained powers
on 13 August 1898 for a line to Aberayron, which Cardigan Couty Council
supported, but these were abandoned in 1904. On 9 October 1906 an Order was
obtained for a Lampeter, Aberayron and New Quay Light Railway; the Chairman
for which was J.H. Harford and the contractor was Edward Nuttall & Co.
of Manchester. The GWR was not prepared to work the line until some of the
curves had been eased, but it was inspected by Major Druitt on 10 May 1911
and opened on 12 May. Some of the notes were based on Edgar Rushton's
observations as a clerk at Aberayron beteen 1929 and 1935 at which time the
branch was under the charge of the station master at Lampeter. The freight
was mainly inwards and consisted of coal, lime and cement. Most of the staff
who worked on the line are listed. During WW2 evacuees were brought from
Birkenhead by special trains. Mary Lloyd was a clerk between 1942 and 1948.
There were some extra movements of troops. The line closed to passenger traffic
in 1951, but the Milk Marketing Board opened a plant at Green Grove Siding
on 10 May 1951 and this ensured that the line thus far remained open for
milk tank wagons until 1 October 1973, although Aberayron had lost its freight
traffic on 5 April 1975. The illustrations include one of a 517 class with
an auto trailer at Aberayron in 1911; the line under construction, the arrival
of the inspection train hauled by 517 class No. 840, S&W 0-6-0T 1356
Will Scarlet, auto trailer No. 51; several early views of terminus, Aberayron
Junction when new; 517 No. 219 (associated with, but not on, line); Ciliau
Aeron; landslip at Llanybythan on 25 November 1946; Felin Fach; Camping Coach
W9934W (A. Attewell); engine shed on 28 August 1956; 7444 with milk train
on 7 July 1955 (H.C. Casserley); 7407 with milk train on 30 August 1951 (W.A.
Camwell) and 7439 on freight; p.717 William Hubbard standing before his coal
wagon at Aberayron in 1936/7, and Hubbard's coal lorries (Ford in 1931/Fordson
in 1938). Colour: loading milk at Felin Fach
in June 1961 (T.J. Edgington); interior of booking office at Aberayron (John
Andrew) and 7402 approaching Aberayron Junction (TJE)
4555 - a GWR preservation pioneer. Gerry Beale.
689-98.
General arrangement drawing (side and front elevations/cross sections:
Lot 226 (4555-74, Swindon November 1923). The "career" of 4555, with its
allocations, etc until it was selected for preservation. Illustrations: 4564
at Newton Abbot on 29 June 1926; 4566 in September 1932; 4560 at Worcester
in 1939; 4555 near Friog avalanche shelter on 28 July 1951 with Manchester
to Pwllheli train; at Machynlleth in mid-1950s; at Coryton on 23 June 1962;
and at Kemble on pre-purchase (for preservation) test run with Reggie Hanks,
Jack Hancock and Mr Ridgway. See Dick Riley front and
rear cover colour illus..
Large Minks. John Lewis. 699
Notes built around two photogarphs: (top): 21 ft covered goods wagon,
10 ton capacity, Lot 528, December 1906, Diagram V7, modified with new side
doors, and (bottom) Mink G, Lot 1067, August 1931, wagon No. 112854, 30 ft
long, 30 ton capacity, vacuum brake fitted.
Birmingham Hockley: a major goods station. Part 2.
Frank Popplewell. 700-6.
Part 1 in Number 15 page
650. Part 3 in Volume 3 Number
176 page 48. Includes notes on Canal basin which was reached by wagon
hoist and then movement was by capstans: the hoist and capstans were hydraulic,
and then electrically powered. During the 1930s narrow boats conveyed screws
and nuts from GKN (Smethwick) to Hockley for transfer. Notes on the stables,
including the annual horse parade. The coal merchant at Hockley, Malin &
Co., was run by Mrs Malin. At the Round Yard steel joists and girders were
handled. In 1938/9 a new amenities block and invoicing office was opened.
The crack train was the 49xx-hauled 11.10 pm for Paddington (class 3) with
up to 67 wagons.
Letters. 707-9.
'78XXs'. T.H. Shuttleworth.
See Number 15 page 637: in 1947 writer travelled
on Bulldog-hauled (3399 or 3366) Birkenhead to Chester workmen's ticket and
from there used runabout ticket to travel through Wales to Barmouth, or to
intermediate stations. From Chester the train was worked by 7806 Cockington
Manor. At Wrexham 2262 was seen which still had lever
reverse.
'78XXs'. C.J. Freezer.
7800 Taunton Manor
'78XXs'. N.J. Knowlden.
See Number 15 page 642 (feature begins on page 637):
livestock vehicles listed (third column) were LMS
not GWR (but stated to be LNER - Editorial
correction (Number 17 page 17).
'78XXs'. John Leach.
See Number 15
Congresbury. Jack Burrell.
See Number 15 page 619: trains not booked to cross
Hockley. Kenneth J. Harrison.
See Number 15 page 650: initiation
rites, such as searching for bag of sparks for Wilders Fireworks, Fog Book,
etc., also the genuine Farm Book
Hockley. L. Foxon.
See Number 15 page 650: Thomas
Bantock operated 8 boats for GWR, and was GWR's cartage and boatage
agent.
Ashburton. Eric Youldon.
See letter in Number 15 page 649 by Horne on
GWR gas works: oil gas works were used to provide fuel for Trinity House
Admiralty buoys which were sent from Penzance to Exeter for charging: see
Railway Magazine, 1920 June.
Worcester. Chris Youett.
See Number 14 front and back
cover illustations: 5034 Corfe Castle and 7005 Sir Edward Elgar
were both fitted with Hawksworth boilers: wonders what the performance
of a Castle fitted with a County (4-6-0) boiler would have
been: wondering sharply rebuked by Eric Youldon
(letter page 17 Number 17): Castle boiler better.
Swindon Archive. Nigel Robertson
Refers to Number 10 page xx: notes excellence of service and the storage
facilities.
The Marlborough branch. Mike Barnsley.
Refers to Number 6 page 222: the facilities
at Savernake were inadequate and the Board of Trade refused to santion opening
of SM&AR until these had been improved (at SM&AR's expence). The
steep gradients on the Marlborough branch were a hindrance to operating
M&SWJR traffic. Rationalization was not achieved until 1933.
GWR Standard Tool Boxes 710-11.
Drawings (Swindon November 1937) No. 109272A: modified to incorporate
ARP equipment for enginemen.
'Concertina' Coaches . John Lewis (notes); G. Mann
(phot.). 712-13.
Three views: No. 3482 (brake third)and No. 7517 composite and overhead
view of No. 3482 where blanking plates had been affixed to roof following
conversion from gas to electric lighting. Neither vehicle, where bogies visible,
retained American bogies, but had been equipped with conventional 9ft
bogies.
Shed Scene: 3101 at Stratford-on-Avon. R.C. Riley
(phot.). 7l4-15.
Col. illus.: 21 April 1957.
Milk Vans. John Lewis (notes); G. Mann (phot.).
716
Part of milk train: passenger brake van built between 1892 and 1900:
28 ft 0¾ in long, 8 ft 0¾ wide, body height 7 ft 6 in, 4 wheels;
8 wheel low roof van 40 ft long, and low roof siphon Diagram 03, built 1993-5,
numbered 1891-1990.
4555 departing Coryton. R.C. Riley. rear cover.
See also feature on 4555 (page 689) and
front cover for same train at Coryton.
Updated: 2013-03-14