Great Western Railway Journal Volume 3

Issue Numbers

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Number 17 (Winter 1996)

Editorial. 1.
Relates to a GWR report which assessed LMS dining car services onn the Birmingham route and considered that the LMS cars were more comfortable and offered a better service.

Postwar Tavistock. Chris Turner. 2-14.
Daily services: problem was sometimes the lack of appropriately trained firemen to crew autotrains. Ordnance Survey map for 1906. Perry Spear & Co., general merchants, were involved with receipt of coal and wool. Cattle and agricultural supplies, especially animal feedstocks. Delivery arrangements. Parcels traffic. Colour illustrations (R.C. Riley): 5541 with Launceston to Plymouth train on 2 May 1961; 5560 on 16.30 Tavistock South to Plymouth on 7 July 1961, and southern approach showing turntable. B&w illus.: station exterior (P.J. Garland); 5567 arriving with train from Launceston (L. Crosier); station looking north with pillar tank in late 1940s (M.E.J. Deane); weigh bridge, and goods shed following closure?

Paddington. G.F. Heiron (phot.). 15.
7018 Drysllwyn Castle (with double chimney) arrived from South Wales in Platform 9 in 1955.

Kidderminster Museum. David Postle. 16-17.
Mainly small objects, but also some larger, library (restricted access) and shop.

Letters. 17
Cambrian train formation— correction. Editor.
See letter by Neil Knowlden in Number 16 page 707 relating to feature in Number 15 starting on page 637 and listed on page 642: livestock wagons were LMS not LNER as stated.
'County' boilers. Eric Youldon.
See letter by Chris Youett in Number 16 page 708: County boiler was not superior to that of the Castle.
Liveries. D.J. Patrick.
See Number 7 colour illustration of 6990 Witherslack Hall still in GWR livery, "must be earlier than 1954". See response below.
Liveries. R.C. Riley.
Writer did not start colour photography until 1954: took photograph in question on 28 November 1954.
Ashburton. D.T. Perks.
See Number 12 page 486: 517 class illustrated was probably No. 1487 (evidence quoted).

'Queen' Class 2-2-2s. John Copsey. 19-24.
Constructed for standard gauge services to South Wales, but also used on Paddington to Wolverhampton services. Class had 7ft driving wheels. Named locomotives included: 999 Sir Alexander, 1118 Prince Christian, 1122 Beaconsfield, 1123 Salisbury, 1130 Gooch, 1128 Duke of York, 1129 Princess May, 1119 Princess of Wales and 1132 Prince of Wales. Cites Ahrons: Locomotive and train working in the nineteenth century. Vol. 4 for allocations. The RCTS Locomotives of the Great Western Railway Part 7 should also have been cited. From 1896 the class was used mainly in the Northern Division. In 1898 1123 was used on the Winchester to Paddington service and its return working and may have been stabled at Winchester. From the 1900s they were used on local trains, such as on the Fairford branch. Illus.: 1133 at Westbourne Park on 17 September 1901; 55 Queen bearing Royal arms on splasher; 999 Sir Alexander at Wolverhampton with rolled top chimney, probably immediately after rebuilding, 1119 Princess of Wales c.1900 (H. Gordon Tidey); side elevation and plan; 55 c.1900; 1126 at Paddington probably in 1900s; 1129 with Belpaire domeless boiler; 1124 on pilot duties and 1131 at Bath station c1900.

The 70ft 'South Wales' coaches of 1923-1926. John Lewis. 25-45.
New features included steel roof, Laycock Buckeye couplers with Pullman gangways and bow ends, and clean styling. Initial vehicles were converted from Toplight stock. Includes extensive quotations from Great Western Magazine (without citations) and cites Railway Gazette for 25 May 1923 (which included detailed diagrams reproduced herein) and for 13 July 1923: some of the information also appeared in the July issue of the Railway Magazine. Illus. detailed views of Laycock Buckeye couplers and drop-down buffers; interior of compartment third; corridor; restaurant car; kitchen interior; guards compartment; 6005 King George II with South Wales stock in West London; van third at Cheltenham on 25 September 1948; W7937W; W7944W; W2472W, and W4734W. See letters in (18) on page 116 by J.M. Hodgetts (withdrawal dates), A.J. Horner (curious cupboard was for heating food), Mike Lewis (4601/079064) and R. Woodley (final workings of stock)

Hay Mill Signal Box. 46-7.
Drawings: all elevations, cross section and plan.

Birmingham Hockley. Part 3. Frank Popplewell. 48-54; 60.
Part 2 was in Volume 2 Number 16 page 700. Capstans were used inside the sheds: unloading crews consisted of a checker and two porters. Cartage was employed to transfer freight to the LMS depot at Lawley Street. There was a steep climb up to Vyse Street. Oliver Smith, who performed rope and tarpaulin repairs, was also a First Aider. The railway policemen were recruited from the wages grade staff. One of the unpopular duties was the removal of debris from the tracks. Illustrations: 2 May 1940 both interiord and exterior views including horses, Scammell mechanical horses and Morris Commercial vehicles.

4555 - a GWR preservation pioneer. Gerry Beale. 55-60.
Photographs by the late Alan Wettstein: many of the views were taken from unusual angles and include a great deal of detail, especially of the interior of the cab and the boiler mountings.

Number 18

4-6-0 No. 6014 King Henry VII crossing the viaducts to the South of Leamlngton Spa Station with a Paddington-bound express. R. J. Blenkinsop. Front Cover:

Power signalling at Bristol Temple Meads. Peter Harris. 63
Instigated in 1934/5 the Bristol power signalling project used General Railway Signal Company equipment in two power boxes (East and West), but excluded the former MR lines into the Old Station as the LMS refused to contribute. The signals were of the searchlight type, but used in an unusual manner in that they tended to replicate semaphore practice. The article is unual in that it covers the maintenance of the system, and notes that it was highly robust.

Birmingham Hockley. Part 4. Frank Popplewell. 82
Internal correspondence: sorting and filing. WW2 economy measures.  Stools. Wages grade clerks. Uniformed wages grade - officeman; tracing invoices where goods failed to reach destination. In November 1937 Popplewell had to travel to Paddington to sit clerks' examination. He was successful and had a brief interview with a Director. He was placed on night shift to type invoices on a wide-carriage typewriter. Most freight was sent carriage-paid: large firms had accounts. F.W. Woolworth and HP Sauce had special systems, and the latter used multiple forms with fixed charges for their traffic. Messrs Scribbans, a cake manufacturer, sent large quantities and their invoices had to be transcribed from consignment notes. The GPO stores were conveyed at a flat Government rate. Classes of goods were fixed by the Railway Clearing House General Classification of Goods by Merchandise Train. Very complex procedures had to be followed for freight supplied for shipment where the individual ship had to specified. The internal telephone system was very complex to use and the signal strength was reduced at every intermediate point. He returned from work at 2 am on a freight van from Hockley to Tyseley. He jioined St Johns Ambulance Association classes in First Aid. He was aware of the Local Department Committee (trade union). He notes the free passes and the annual staff outing.

Engine change on the 2.20 p.m. Minehead-Paddington. John Copsey (notes) and J.G. Hubback (phot.). 93 -6.
Sequence of photographs taken in the summer of 1937 showing the arrival of a througn Minehead to Paddington train behind 2301 class and 4575 class; a Hall passing on an express from Paignton to Wolverhampton, 5053 Bishop's Castle alleged to be on Paignton to Manchester express (but travelling in opposite direction) with interesting early LMS vehicles with gangways (LNWR?) and the eventual departure of the through train behind 4073 Caerphilly Castle.

'72xx' goods tanks. John Copsey. 97-111.
In 1930 a batch of 42XX 2-8-0Ts (Nos. 5275-94) had been constructed and placed into store: in 1934 these were converted into 2-8-2Ts with large bunkers to accommodate extra coal and water. Further convrsions tok place in 1936 and between 1937 and 1939. Locomotive allocations and workings are described.

GWR Standard tool boxes drawing 112-13.
Drawing 109273A, Swindon, November 1937.

Leamington Spa. R.J. Blenkinsop (phot.). 114-15.
6001 King Edward VII at station with Paddington train in 1950s: see also back cover for further view of this train and front cover for similar locomotive/train.

Letters. 116-20.
South Wales stock. J.M. Hodgetts.
See (17) page 25: withdrawal dates; gangway adaptors for BR Mk 1; cupboards with food heater for guards.
South Wales stock. A.J. Horner
See (17) page 25: "curious cupboards" (page 37) contained food heater for guards. Also asks what "S" implied (on tool box), and made observations about Pembroke Dock TC being added at Cardiff.
South Wales stock. Mike Lewis.
See (17) page 25: 4601/079064 used at Oxley Loco: end came following derailment.
South Wales stock. R. Woodley.
See (17) page 25: restaurant cars painted chocolate & cream by WR/ popular at weekends for their high capacity; workings ended in 1961

No. 6001 King Edward VII departing from Leamington Station with a London-bound express, via Bicester. R. J. Blenkinsop. Back Cover.
See also pages 114-15.

Number 19 (Summer 1996)

Hatton in Postwar years. Roger Carpenter and Chris Turner. 123-46.
Ordnance Survey 25-inch plan of triangular junction and station as it was in 1925. See also letter from D. Horne Number 20 page 240 noting ascent of Hatton Bank by diesel railcars with B set in tow and arrival of brick trains from Peterborough behind G2 or 8F having travelled via Rugby and letter concerning picture on opening page (from R.V.J. Milsom (Number 20 page 240))  train A28 was a down train not an up writer was signalman in Banbury area..

More toolboxes. 147-9 (also 148 and 152).
Photographic illus of Star class (G. Mann) and drawings Swindon November 1937 (109334A), and March 1928 (85475A).

'43XX' general arrangement. 150-1.
Drawn July 1910; traced August 1910; checked "FWH". Lot 183.

Birmingham Hockley. Part 5. Frank Popplewell. 153-66.
Effects of WW2: immediate in case of return from work where blackout made it impossible to find Didcot train for lift to Tyseley. Shunting became very difficult and precautions had to be taken in offices, initially with brown paper on windows and then blackout curtains. Joined Railway Clerks' Association. Air raid damage on 12 December 1940. Women porters. Collecting small debts. Bomb damage could lead to extra work: thus all records lost at Poplar GWR depot. Changes in shift times. cats for rat control. Porterage performed by clerks. Some clerks direcetd to work as horse carters and as railway policemen (paid at clerical rates). Promotion difficult to achieve. Author's section chief retired after 45 years service on Grade 5. Further bombing on 27 and 28 July 1942. Fire waching, Home Guard and unhygienic bunks at Hockley. Moved to Staff Office and onto Paybill compilation: involved duplication using tissue paper technique; issue of priviledge ticket forms. Temporary promotion to grade 4 on 11 September 1944 to handle traffic routing. Illus. Outwards & Tranship shed on 12 February 1940 with great variety of horse-drawn and motor transport; bomb damage as photographed on 14 December 1940; damage remaining on 11 February 1941; follwing restoration on 11 August 1943; Delivery office interior 1967; canteen; Soho & Winson Green station in August 1956; page 163 office interiors including microfilming delivery notes letter John Davies Number 20 page 240: War damage to Hockley is also described in Backtrack Volume 17 page 260.

Bogie loco coal wagon. (Paul Strong). 166.
No. 53882.

'43XX' to Barnstaple. John Copsey. 167.
Began to work Taunton to Barnstaple branch in 1920s; some were fitted with Whitaker token exchange apparatus in 1938 to provide a faster service. They also worked to Ilfracombe.

GWR shunting trucks. John Lewis. 174-8.
Safer than hanging onto engine or brake van. Nicknames used by staff: gigs, chariots and shunting cars. Official photograph of broad gauge No. 281 at Exeter in 1884: J. Russell's Great Western wagons. Appendix. Fig. 187. Standard gauge conversions from wagons. Numbered 418xx. 2037 with Diagram M3 truck at Worcester (W. Potter); 0-6-0ST No. 307 with spark arrestr and shunting truck 41890 at Didcot Ordanance depot; Shunting trucks Nos. 41898, DW 41872 at Exeter, and 41853 in late 1940s. See letter from Dennis L. Williams Number 20 page 240 noting that Morpeth Dock was not a joint operation with LNWR and was solely GWR. Part 2 Number 21 page 291. See letter from Alan C. Clothier Number 31 page 420 concerning Cardiff shunting trucks.

Letters. 179.
72XX goods tanks. Eric Youldon.
For a time at St. Blazey and briefly at Newton Abbot.
72XX goods tanks. John Hodge.
Interchangeability of 72XX, 42XX, 28XX, ROD and WD on freights. 72XX used on Barry to Aberthaw power station. Notes on self-weighing tenders: Canton 5007 was fitted with one at end of 1955. 47xx precluded from Severn Tunnel.
72XX goods tanks. James Graham.
72XX were seen at Truro between 1948 and 1950. 7209 was at St Blazey.
72XX goods tanks. D. Tomkiss.
Flexing of frames due to long wheelbase. 7240-52 had a redesigned bunker. The 42XX was used on excursions from Welsh Vallets to Bristol Zoo. The photograph of Ashburton must have been after 1906 as poster advertises Fishguard.
Engine change. Eric Youldon.
Issue No. 18 illus. page 64: date must have been summer 1936.
Power and mechanical signalling. J.P. Morris.
Refers to comment by Peter Harris in No. 18 concerning power signalling at Bristol, and the difficulties of attempting a similar installation with mechanically. Also refers to the differing influences of the Signal Engineers: R.J.S. Insell was a pioneer in route setting; C.M. Jacobs was an electrical engineer and installed the all-electric installations at Bristol, Paddington and Cardiff. F.H.D. Page was a throw-back to semaphore signalling. Also comment on the "new" layout at Norton Fitzwarren (page 93).
'South Wales stock'. D.T. Perks.
Reference to article by John Lewis and lining around the lights in lieu of bolection moulding: refers to Brian Haresnape's Railway liveries, Great Western Railway and Jack Slinn's Great Western way.
70 ft coaches. Tim Tumber.
Letter by Alan Horner (Number 18) on "GWR" markings of items, such as First Aid boxes and fire extinguishers and of the painting (red) of emergency tool cupboards and cases.
'Earls' or 'Dukedogs'? T.H. Shuttleworth.
Regarded as rebuilt 'Duke' class and official classification was '34xx'/90xx. Some locomotives retained their "original" chimneys, the majority, and some surviving 'Dukes' received the larger chimneys (with copper caps).
Concertina coaches. Keith Ettle.
See Number 16: blanking plates were fitted to roofs of concertina and toplight coaches (former when converted to electric lighting; latter included vehicles built with electric lighting.

Appeals. 180.
Illustrations wanted of Norton Fitzwarren booking hall; entrance to Minehead; coal and brick sidings at Muller Road, Bristol, Llanybither station; 2904 Lady Godiva minus one driving wheel in 1930 at Tyseley.

Number 20 (Autumn 1996)

'Earl' 4-4-0 No. 9017 at Wheatley Station, on the Thame Branch, with an REC Special on 20th April 1958. R.C. Riley. Front Cover.
Caption states 9022 which it clearly is not, unless number plates had been changed.

London 'Local C' Trains. John Lewis. 182-201.
Sets used for City services: pre-WW1 gas-lit six-wheel stock with round-topped doors 8 ft 6½  in wide. There were 14 return journeys to City each weekday. At Paddington Metro tanks were exchanged for a Metropolitan Railway electric locomotive. In 1915 an order was placed for an electrically lit six coach set of bogie stock, and in September 1919 a further five sets were ordered. These were Toplight style and incorporated roller destination blinds. The stock was only 12 ft 4¾ in high. When delivered a few 4-wheel sets had to remain in service and in July 1924 a further three sets were ordered. The vehicles were entirely articulated, but one set was reformed into two three car articulated sets. The service was disrupted by a signal boc fire from 25 November 1938 until 3 June 1939 and was then withdrawn permanently from 16 September 1939. Tables show through City workings in October 1910, Summer 1922 and Winter 1935/6 and 1937/8. Illustrations: Metro tank 3562 departing West Drayton in early 1930s with City stock; 3567 near West Drayton with some 4-wheel stock c1925; coach 7902 in lake livery; 3585 with Toplight set at West Drayton c1931; 3570 (with open cab & condensing gear) at Westbourne Park on down train of Toplight stock in 1933 (within five years LNER had Stirling No. 1 out as a novelty - was this a similar ploy?); 6112 at Kensal Green on six coach articulated set for West Drayton in 1933; 4938 Liddington Hall near Beaconsfield on Oxford to Paddington train via Thame with articulated set in 1946; six-coach articulated set at Banbury on 18 October 1948; close up of part of set No. 8; 6937 Conyngham Hall at Oxford with articulated set c1948; Toplight brake third 3755; composite 7909 and third 3910 (Part of set 5)3589 on Fairford branch with City set post WW2; 7906 in WW2 brown livery; set 5 at Banbury on 15 February 1948; part of set 3 at Banbury 1 February 1948 (both P.J. Garland); 6153 on Thame line in 1952 with Toplight set in either brown or (BR) maroon livery; W375510; destination blind; W3752W at Windsor on 21 April 1950; 6168 on C set set at Southall in May 1956; 6929 Whorlton Hall with C set at Banbury on 25 April 1957.

Bulls Lock Signal Box. 202.
Drawing WW2 ARP-type box. MD 5221.

The '2021' Class. John Copsey. 203-22.
Class originated at Wolverhampton in 1897 (see feature in Backtrack 9 471 by Rutherford Matchless matchboxces for development of type). The type was more powerful than 850 class and had 4 ft 1½ driving wheels. Originally built with saddle tanks, most were fitted with pannier tanks from 1912. General arrangement drwaing of pannier tanks with welded joints July 1929 No. 88380. Illustrations: 2028 (ST) and 2052 (PT) on Shrewsbury shed on 4 August 1935 (H.F. Wheeler). The next sequence were all in saddle tank state: 2052 c1900; 2112 (domeless/short bunker); 2119 (large bunker) at St Blazey c1900; 2154 at Aberdare on 2 March 1906; unidentified member at Bridport c1900; 2073 extended smokebox and enclosed cab; 2026 extended smokebox and original "cab" at Old Oak Common c1920; 2121with short chimney at Slough c1920; 2075 (domeless, short chimney) at Old Oak Common on 12 March 1921; 2124 and 2135 with 517 class 544 at Croes Newydd in mid-1920s see also letter from Anthony East in Number 83 page 177; Following were pannier tanks: 5400 (modified 2021) may have been 64xx prototype; 2079 with Dean smokebox door c1923; 2125 with enclosed cab, Belpaire firebox at Wadebridge on 14 October 1926; 2051 with dome, enclosed cab and Churchward smokebox door; 2076 with busby spark arrestor and enclosed cab at Swindon; 2103 with busby spark arrestor and open cab; 2141 and 2035 at Swindon Works on 2 June 1935 and 10 May 1936 respectively; 2145 with flat Wolverhampton smokebox door at Tyseley in 1932; 2089 with Belpaire firebox at Shrewsbury in Mrach 1936; 2055 at Croes Newydd on 17 September 1936; 2060 with shaded "GWR" at Swindon on 4 April 1946; 2134 with plain "GWR" at Danygraig; 2155 and 2146 at Gloucester shed on 7 September 1935 (latter with riveted smokebox door); 2097 at Swindon (smokebox view); 2150 and 850 class 1991 at Llanelly?; 2060 at Swindon?; 2050 at Fowey on auto train on 10 August 1951; 2108 with bell at Birkenhead on 11 July 1954 and 2027 shunting at Llanelly docks on 25 July 1954. See letters in 21 page 299 by R.G. Simmonds on class working at Dyffryn Yard on PTR; by James Graham on repair at Crewe and Derby and by R.C. Riley on lettering on locomotive at Danygraig and on repair in LMR works; Letter from Christopher W. Redwood (Number 23 page 400) on 2127 being active at Bridgwater and fitted with red backed number plate in 1949.

GWR Dennis Dropside. 223-5.
Lorry 2647 at Queensbury on 10 March 1939. Registration number GK 6047. Bulb horn. Several views.

Birmingham Hockley. Part 6. Frank Popplewell . 226-31.
From 1 May 1946 reverted to Grade 5. Performed rolling stock (wagon) returns. Notes on classification of wagons and on container handling. Data reported to Wagon Control Office.

Twyford . 235

No. 2975 Lord Palmer. 236-7/240.
Caption on page 240 which gives history of locomotive including its name changes and the origins of the name in the biscuit business, a derailment on 13 November 1942, etc., but not location of photograph which is in a shed.

Marsh Mills. R.C. Riley (phot.). 239
Three colour illustrations taken on 23 and 30 August 1961: 4673 light engine at platform; 64xx on Tavistock auto-train; 3686 on Plymouth bound freight.

Letters. 240.
Hatton. R.V.J. Milsom.
See Number 19 picture on page 123: train A28 was a down train not an up writer was signalman in Banbury area.
Hatton. D. Horne.
See Number 19 page 123: notes on bay platform. When a diesel railcar was not available a 46xx 0-6-0PT was employed. A diesel railcar could just manage to haul a B-set up Hatton bank. Describes arrival of G2 0-8-0 or 8F at Hatton with brick traffic from Peterborough which had travelled via Rugby.
Shunting trucks. Dennis L. Williams.
See Number 19 page 174: Morpeth Dock at Birkenhead was not a joint operation with LNWR: it was solely GWR.
Hockley Goods Depot. John Davies.
See Number 19 feature beginning page 153: illustration page 163 (top) shows the operation of microfilming consignment notes in 1967.
47xx locomotives. Ray Caston.
Notes ban on 47xx class through Severn Tunnel and assumes that this was due to it being to broad gauge atructure gauge. See letter by Carl Honnor in Number 21 page 299.

9022 at Hatton on freight on 23 July 1955. R.H. Darlaston (phot.). 240

5541 at Horrabridge on 7 July 1961 with Launceston to Tavistock Junction freight. R.C. Riley. rear cover
train includes five containers, tank wagon, agricultural implement on flat truck and vans.

Number 21 (Winter 1997)

Churston Station with 1472 on the Brixham Branch Auto and 6814 and 5178 on an up train from Kingswear on 12th September 1957. W. Potter. Front Cover

Brixham Branch - operation and traffic in the 1940s. Chris Turner, 242-68.
Partially based on interviews with former staff. The Torbay & Brixham Railway Act of 25 July 1864 was brought to fruition when the line opened on 28 February 1868 for passengers and on 1 May for freight. Includes notes on the fish traffic, including the sprats season, on coal merchants, and on luggage in advance, especially to the holiday camps. During WW2 an oil depot, with siding, was opened at Northfield Lane (page 249). Includes an Aerofilms aerial photograph September 1928 and a poor map. Illus. Churston: looking towrds Kingswear c1925; Brixham bay on 29 September 1929. 2-4-0T taking water with two new auto-trailers (including No. 160) outside Brixham bay c1926, looking towards Goodrington/Brixham on 29 September 1929; many photographs at Brixton terminus taken including staff in September 1949, 1466 with trailer W223 in August 1953, 8709 on freight c1936, a 4575 with two auto trailers in fish dock on 29 September 1929

A Northern Observer. Thomas Shuttleworth. 269-73.
Writer had been a railway policeman employed within Chester Division but his memories began as a child in the Wirral in the late 1920s.

Cookham Station Footbridge Drawing, 274-5.
Unfortunately this resurrection is undated.

2-ton Warehouse Crane Drawing, 276.
Dated February 1895.

The 'Aberdare' 2-6-0s. John Copsey. 277-90.
Mainly allocations of, and workings by, although author notes Holcroft's assessment of the class (without citing which source). One of the more illustartions is of 2675 on freight near St Austell on 20 August 1921. See letters by Bill Peto and Michael Hale on page 400 (Number 23) on the use of 2625 for target practice.

GWR Shunting Trucks Part 2. John Lewis. 291-5.
Part 1 in Number 19 page 174: Oil axleboxes and lever double brakes, Morpeth Dock Birkenhead, Thomas's brake (patented). Part 3 Number 24 page 441..

Shed scene – Llantrisant, W.A. Camwell. 296-7.
Double page illustration taken on 24 July 1938. See interpretation by D.J. Tomkiss in Number 23 page 400: noting passenger rolling stock visible.

Welshpool and Llanfair. M.E.J. Deane. 298.
Colour feature of 822 in yard at Welshpool and on freight: caption appears to have dates all wrong.

Letters, 299.
'2021' Class. R.G. Simmonds.
See 20 page 203: Four worked Dyffryn Yard betwen 1908 and 1922 when the GWR worked the Port Talbot Railway.
'2021' Class. James Graham.
See 20 page 203: Lists member of the class working for the NCB in 1951. Many of the Class were sent to LMR Works (both Crewe and Derby) for repair.
'2021' Class. R.C. Riley.
See 20 page 203: Observations on No. 2134 at Danygraig with plain GWR lettering - probably applied at Caerphilly; No. 2050 arriving Fowey would have had to run-round; Crewe and Derby overhauled locomotives from as far away as Whitland, Llanelly, St Blazey and even Stafford Road.
Lord Palmer. Eric Youldon.
Unique arrangement of valve spindle guides which was applied between 1928 and 1936.
Severn Tunnel. Carl Honnor.
Refers to letter by Ray Caston (Issue 20 page 240) concerning 47xx class ban in Severn Tunnel, and reminiscences of travering tunnel on preserved 5572 (dead) behind Hymek D7097.
Laira shed.  Graham Thorne.
Wanted information on accident at Laira shed, and on work, if any performed on Devon Coast avoiding line and new Looe branch.
Errata. 300.
Issue 20 front cover: No. 9017 not as stated. Page 199 (top) W3755W.

Number 22 (Spring 1997)

Footplate view from 1002 County of Berks near St Dennis Junction on Newquay branch. R.C. Riley. front cover.
23 September 1960

The Gobowen & Oswestry line. Stanley C. Jenkins and John M. Strange. 302-27.
The North Wales Mineral Railway obtained an Act in 1844 to link Chester with Wrexham and Ruabon. The Shrewsbury, Oswestry & Chester Railway received its Royal Assent on 30 June 1845 and in 1846 joined forces to fom the Shrewsbury & Chester Railway. The sectionfrom Saltney Junction to Ruabon opened 4 November 1846: running powers over the Chester & Holyhead provided access into Chester. In 1846 the Shropshire Union Railways & Canal Co. proposed a Crewe to Newtown railway via Oswestry and Welshpool. The S&CR completed a branch from Gobowen to Oswestry on 1 January 1849: it was 2 miles 31 chains long. The LNWR battled to control the S&CR, and the S&BR, but both were amalgamated with the GWR on 1 September 1854. The Oswestry & Newtown Railway opened in October 1860 and connected with the Llanidloes and Newtown. The Oswestry, Ellesmere & Whitchurch Railway opened in 1863/4 and on 5 July 1865 the Cambrian Railways was/were formed. At Oswestry there were two separate stations but following the amalgamation the former Cambrian Railways was modified to accommodate the traffic from Gobowen and the original station was demoted to freight traffic on 7 July 1924. Local pressure ensured that the works at Oswestry were retained following a visit from Collett. The engine shed at Gobowen was closed, however, but Park Hall Halt was opened in July 1926 to serve the Orthopaedic Hospital which had been established at Baschurch in 1900 and had been moved to Park Hall in September 1920. There were some through workings from Gobowen onto the Cambrian section, including through carriages bewteen Birkenhead and Aberystwyth. There were also some trains from Oswestry to Ruabon. Some services were worked by steam railcars. Services and locomotives used are described at length. See letters in Number 24 on page 480 from J.C. Hill (vehicle off overnight Paddington service) to convey Sunday newspapers to Aberystwyth and from Stanley C. Jenkins on Park Hall Halt (captions transposed on page 323), and in Number 23 page 400 letters from Kenneth Brown on rich variety of locomotives seen at Oswestry in 1946 including Saint and Hall, and from John P. Darling on 64xx and auto-trailers used latterly. Many illustration including steam railmotor No. 9 at Gobowen in January 1905; Aerofilms photograph; Duke 3290 Severn and Cambrian Railways 0-6-0 855 and ex-Cambrian Railways  0-6-0s 844 and 896 on Oswestry shed on 6 August 1935; 1458 (22 May 1959), 1432 (23 August 1954); 5422 (26 August 1959); 5401 (7 February 1953) all at Gobowen; 1432 at Park Hall Halt and 4-car motor train with sandwiched 54xx in 1950s.

'48XX' auto engines. John Copsey. 329-40.
General arrangement drawings, Swindon August 1932 (headed 1400 class): replacement for 517 class. First locomotive entered service in September 1932. Allocations and duties. Illus.: 4806 on Exeter shed c1934; 4833 at Swindon Factory in 1934; 4843 at West Drayton on Staines autocar on 22 April 1935; 4861 at Merthyr shed on 15 August 1937; 4817 on Gloucester shed on 16 May 1937; 4863 at Gloucester on 7 April 1939; 4858 at Banbury shed c1945; 1425 at Swindon on 4 July 1947 ex-works; 1413 at Gloucester c1947; 1406 at Gloucester; 1450 at Kennington Junction, Oxford c1951.

Explosion at North Savernake. Mike Christensen. 341-50.
The accident occurred on 2 January 1946 and was during the transfer of former German explosives from railway wagons to road trucks. Eight soldiers were killed and many acted with conspicuous bravery leading to the awards of the George Cross, George Medal and British Empire Medal and civilian awards to GWR staff. Central Ammuntion Depots had been established at a variety of locations, and forest sites were especially sought as further cover was not required. The location of 22 Ammuntion Storage Depot Savernake is clearly shown with the help of an excellent map. The sidings to serve the depot were near where the GWR Marlborogh branch had been slewed to join the MSWJ line on 6 March 1933 (this rationlization is described quite clearly). The North Savernake Ground Frame was opened on 18 August 1943. The accident itself is covered at some length. The National Fire Service eventually arrived but were ordered to withdraw and allow the fire to burn itself out. There were three severe explosions. For a time the railway services were interupted and had to be replaced by a bus service between Marlborough and Savernake. See letter from Keith J. Patrick (Number 24 page 477) concerning storage of chemical weapons at Loton Parh, Alberbury, and letter from Denis Owen (Number 23 page 400) and response to it from Mike Barnsley (Number 24 page 477) concerning rationalization of routes.

The Audit Office at Aldermaston. Don Attwood. 351-3.
Auditing parcels stamps and passenger tickets. Office had been moved out from Paddington during WW2 and special trains from Paddington to Aldermaston were provided and a diesel railcar was used between Newbury and Aldermaston. Eriter joined in October 1948.

No. 4073 Caerphilly Castle outside Old Oak Common on 20 May 1956. R.C. Riley. (phot.). 354.
Colour photograph (presumably Kodachrome I).

Letters. 355-7.
'Aberdares'. David Hall.

'Aberdares'. Maurice Dart.
Members of class seen at Plymouth Laira between 1944 and 1949. See also letter from Kenneth Brown (Number 23 page 400) on sightings in Cornwall..
'Aberdares'. Bill Peto.
Parts of Krugers probably not incorporated.  Locomotive 2625 used by American aircraft for target practice, and even painted white, was returned to service after slight minor repairs.
'Aberdares'. Keith Ettle.
See page 279: markings on spigot-mounted lamps was part of headcode system: see Great Western Way (HMRS).
Brixham. Keith Ettle.
Detailed observations on captions and photographs (21)
'2021s'. A .J. Warrington.
Refers to letters in Issue 21:
'2021s'. Bill Peto.
The reason that Crewe repaired 2021 class was that it was short of work in post-WW2 period, and Swindon selected an obsolete class for it to repair. Confirms (xxx) that no County class 4-4-0s were shedded west of Exeter post WW1.
GWRJ No. 21. J.A. Glaze.
2904 Lady Godiva (page 270) travelling down Hatton Bank, not as stated (confirmed Michael Dunn, John Keylock, et al). Page 272: 3216 had modified cab as per Wolverhampton Works.
GWR Dennis lorry. John Carter.
Examination of Dennis Bros Ltd at Guildford Museum; also some observations on the company which was a major employer and philanthopical enterprise in the Guildford area.
Ex-R&SWR 0-6-0T No. 805 under repair at Crewe (?) in December 1934. Paul Strong.
Illustration of locomotive which had been sold out of service to Broomhill Collieries(?).
Parcels vans. John Lewis (notes). 357.
Two illustrations: one was possibly No. 788 in 1927 livery; the other was No. 914 in plain brown livery. Both were 40 ft vehicles.

BR Zonal parcels lorry at Gobowen c1963. John M. Strange. rear cover.
See letter from Stanley C. Jenkins Number 24 page 480 who doubts the zonal lorry designation and notes that it was a Thorneycroft chassis with a GWR body

Number 23 (Summer 1997)

No. 6025 King Henry III and 5058 Earl of Clancarty at Newton Abbot. R.C. Riley. Front Cover.
on 14th July 1955 with the 10.35 a.m. Paddington to Penzance.

Chipping Norton. Chris Turner 362-78.
As perceived by people like Fred Warren who had joined GWR as lad porter in 1929 at Chipping Norton under Station Master David B. Davis. There were 4 clerks, 2 porters, 2 signalmen and a ganger plus four for the Kingham to Hook Norton stretch. There were also five staff for the bus service. The duties of the lad porter are described: these included the maintenance of signal lamps, and assistance with passenger and freight trains. Traffic included tweed from Bliss's Mill, metal castings from the Hub Ironworks, livestock and coal (the coal merchants are described).

The Kingham goods. Michael Clifton. 378-97.
Writer was a fireman at Banbury and he describes a typical working day with locomotive No. 5317. Describes the difficulties of altering cut-off whilst moving with lever reverse. There are plans of the layouts at Adderbury, Bloxham, Hook Norton and Chipping Norton. The main features of the line, including the viaducts and tunnel at Hook Norton and the tunnel on the approach to Chipping Norton, are illustrated. The stations and Sarsden Halt are also shown. 43xx illustrated include 5361 arriving at Hook Norton on freight c1950, 7335 nearing Chipping Norton c1947, 5361 shunting at Chipping Norton, 9300 at Kingham station on 6 October 1951, and 5391 leaving Hook Norton tunnel. See letters from D. Horne (24 page 477) concerning date of trip described, ironstone mining at Bloxham, and Kingham working on Shipton-on-Stour branch; from Albert Spooner (24-477) concerning picture of "7335" - as this had been 9313, and locomotive shown had the motion plate for one of the 43xx or early 53xx series; from Jack Burrell who noted that it was surprising that passenger service had not been withdrawn in January/February 1951.

Book Review. 397.
Handbook of Great Western Railway luggage labels. Michael Turner, Railway Print Society. John Copsey.
"a first class reference document"

Loco Coal Wagons. John Lewis. 398

Letters & Appeals. 400.
Gobowen & Oswestry. Kenneth Brown.
See Number 22 page 302: stationed at Park Hall Camp betwen March and May 1946 when he saw 2949 Stanford Court and 4948 Northwick Hall at Oswestry on 12 May 1946. Other locomotives seen there included 1308 Lady Margaret, ADR 0-6-0T No. 680 and 2362, the last survivor of the 2361 class. See letter from Maurice Dart (No. 22 page 355): Aberdare class 2651 was seen at Camborne on 28 August 1944 and 2657 was seen on 7 July 1946.
Gobowen & Oswestry. John P. Darling.
See Number 22 page 302: 6404 and 6405 were regular performers latterly. Auto-trailers seen included W178W and W158W (a railmotor conversion)
Explosion at North Savernake. Denis Owen.
Questions the delay in rationalizing routes from Savernake to Marlborough following amalgamation of MSWJR with GWR: see feature in Number 22 page 341 and response from Mike Barnsley in Number 24 page 477.
Llantrisant. D.J. Tomkiss.
See Number 21 page 296: perceivable on illustration are the Pontypridd auto set (formed from former TVR steam railcars; Peny Graig two car unit; a Clifton Down set (purpose?) and four coach clerestory set with van.
'2021' class. Christopher W. Redwood.
See number 20 page 203: 2127 was active at Bridgwater from 1947 until September 1952 and was seen with a red-backed number plate in 1949: many locomotives painted in this way at that time. See Number 4: 2127 worked on St Ives branch.
'Aberdares'. Bill Peto.
See original feature on Aberdare class in Number 21 page 277. 2625 was painted with whitewash in the summer of 1944 at Goodwick and taken to Letterston for target practice by US aircraft to test it took how long to repair: sent to Newport and took 37 days before return to service.
'Aberdares'. Michael Hale.
See original feature on Aberdare class in Number 21 page 277. 2625 used for US target practice see BRJ Number 4 for contribution from Eric Mountford who stated that little damage had been done in April 1944, and asked how further damage had occurred by August 1945. and another contribution in BRJ Number 8 from David Tipper who was not surprised that USAF crews missed (nor is anybody), and in Railway Observer (!945 October) noting damage by machine gun bullets.

Dudley. 401-3.
Four photographs from the NRM collections (plus one later one by W.A. Camwell) of: station: approach road 12 April 1937; platforms on same date; 5178 on four coach set with LMS platforms with LNWR locomotive in background on stated to be 12 April 1947 (typo?) 

Shed Scene: Salisbury. W.A. Camwell. 404-5.
On 18 September 1938: caption notes locomotives recorded that day rather than those visible. The Southern Railway shed is just visible to the left of the picture. See letter from Ron Hacker (Number 24 page 477) noting the very poor lighting; the regular use of 7207 on Radyr to Salisbury coal trains, and use of out-of-service shed to store preserved CR 123 and T9.

A Northern Observer. Part 2. Thomas Shuttleworth. 407-10.
Experience of Minera branch at Berwig in 1920s whilst on holiday near village of Gwynfryn. Some of the notices were only in Welsh: Perygl y Tren and dome wer bi-lingual: RHYBUDD. The passenger service was withdrawn in 1930, but freight lasted into the 1960s. A limestone quarry line was powered by Olwen an outside-cylinder 0-6-0ST. One day they walked over the mountain to Llangollen and returned to Wrexham behind Bulldog 3342 Bonaventura, from where a bus had to taken to Gwynfryn. See letter by Jack Burrell on page 480: return from Llangollen to Berwig by train was not possible as last train from Wrexham was at 15.10: Berwig was only staffed for one shift. In the 1930s there were both freight and passenger workings into Manchester via Warrington. Writer saw 28xx at Ditton Junction on a prop train and there is a story of Bulldog 3442 Bullfinch taking a 10-coach Holyhead Mail from Manchester Exchange as far as Chester. (KPJ: bookstall manager at Manchester Exchange in late 1940s remembered these Great Western workings). "Foreign" locomotives were exhibited at the Liverpool & Manchester Railway Centenary celebrations at Wavertree Playground (known as Mystery, locally): these were 6029 King Stephen, E850 Lord Nelson, No. 10000 and 6161 The King's Own (see Railway Magazine 1930, November). Writer wondered how they got there. Immediately prior to the introduction of the Earl class writer observed Bulldogs on Cambrian Coast line: 3450 Peacock (from Afon Wen to Criccieth and 3495 Tasmania from Afon Wen to Pwllheli). Noted lever reverse 2262 which lasted "well into BR days", Duke 3289, and the through service from Birkenhead to Dover and Bournemouth which brought Southern Railway stock to the northern limits of the GWR. Illus.: Berwig station in 1920s; Minera branch with Gwynfryn quarries; Brymbo Junction; Llanuwchllyn station..

GWR standard fog hut. 410
Swindon October 1909 drawing No. 40205.

48xx Auto Engines. Part 2. John Copsey. 411-20.
Later workings. Illus.: unidentified 14xx at Broughton Gifford Halt c1949; Marlow auto (14xx in middle) c1954; 1447 on Reading shed in 1951; 1450 at Kennington Junction, Oxford, possibly with freight for Abingdon; 1442 c1951 with possible long freight for Abingdon; 1455 c1954; 1431 and 1452 on Fishguard branch; detail on 1442 and 1419; and 1426 outside Caerphilly Works on 10 April 1960.

No. 6018 King Henry VI at Old Oak Common on 27th October 1957. R. C. Riley .Rear Cover:

Number 24 (Autumn 1997)

'King' class No. 6004 King George III at Hemerdon on 23rd May 1958 with the up Cornish Riviera. R.J. Blenkinsop. Front cover:
The small brass plate to the left of the 'double red' insignia on the cabside displayed the names of the footplate crew.

'The Bare Platform — A Glimpse of Adlestrop in the 1930s. Chris Turner. 422-9.
Reproduces poem, but mainly memories of staff employed there in 1930s

Hemerdon. 430-1.
Colour photo-feature

The 'North Express'. Ron Hacker. 432-40.
On the MSWJR in the 1930s there was a pair of class A workings which included a through coach from Liverpool (Lime Street) to Southampton. Author was a fireman at Andover Junction in 1939 and describes the workig of the northbound train in 1939 with Bulldog 3364 Frank Bibby. Illustrations show 3433 on stopping train near Weyhill in 1937 and 3429 on "North Express" with three corridor coaches, including LMS TC heading north through Chedworth Woods in about 1937. See letter Number 25 page 59 from Bob Wyatt about entering wrong shed at Andover Junction; letters in Number 26 page 117 from Mike Barnsley concerning speed of expresses; and Bill Crosbie-Hill describing visit in 1944.

GWR Shunting Trucks Part 3. John Lewis. 441-3.
Part 1 began in Number 1 page 174. Part 2 page 291 (Number 21); Part 4 Number 26 page 105.

Shed Scene. W.A. Camwell. 444
Rhymney in 1948 (locomotives not identified, but 0-6-2Ts with low numbers, and still lettered GWR).

A Stoke Canon Incident. J. Copsey. 445
On 16 September 1946 the axle of an LMS vehicle broke at Stoke Cannon on the 4.50 pm Penzance to Crewe service. Due to the extremely prompt action of the GWR staff damage was minimized and arrangements were made to divert some services via Tiverton (now reads like fiction - only action today would be by people wearing fancy dress in courts).

'2251' Class Mixed Traffic 0-6-0s. John Copsey. 449-71.
Extremely comprehensive: includes detailed general arrangement drawings (Swindon January 1934 Lot 283 No. 102601. Class had a more restricted route availability than 2301. Correspondence on balancing shows that class suffered same problems as other late 0-6-0s, such as LNER J39, namely to be able to pull harder and travel faster than mechanism could withstand. Led to long correspondence mainly on reversing mechanisms, tenders and workings: David Rowe (26-117) on lever reverse and ROD tenders; from D. Walker (26-118) noting that  2268 never used on Westbury to Salisbury turn; notes 56xx workings from Westbury to Salisbury and 2264 frequently worked Bristol to Reading freight via Devizes. Letter from Philip Atkins (28-239) (comment on letter by Anthony East (26-119) on balance weights (Stroudley system) and yet further letter from Alf Powick in Number 30 page 360; and from Andrew Fiderkiewicz (75 page 180) and yet again from Alf Powick in 79 p. 420; from R.S. Potts (26-118) noting that Tyseley supplied 2251 to Stratford (for banking to Wilmcote or beyond) for trip working to Long Marston and on passenger workings to Leamington; also records a working to Machynlleth; Maurice Dart notes 2251 workings in Devon (page 119 Number 26). Sightings in Cornwall in 1954 (James Graham 28-239). Ilus.: 2254 at Didcot in 1930 (with 3,000 gallon tender No. 970); 2271 on banana train (class C) in mid-1930s; 2259 at Didcot with horsebox on 8 August 1930; 2266 on Taunton to Minehead train on 3 August 1935; 2263 at Worcester on 21 April 1935; 2274 on class C freight (fruit?) (H.J. Streeton-Ward); 2281 at Leamington in November 1936 (ROD tender); 2262 at Reading on express from Weymouth in August 1939; 2297 at Swindon on 19 June 1938 (R.K. Cope); 2204 at Swindon on 13 August 1939; 2272 near Cheltenham in August 1944 (W. Potter); 2239 on Oswestry shed in mid-1950s; 2269 at Swindon MSWJ line; 2255 at Newtown on K class freight (W.A. Camwell); 3210 at Newbury on 12 July 1948 on passenger train for Didcot; 3212 at Didcot; 3207 (with 3,500 gallon intermediate tender) on Cambrian section; 2285 with ROD tender at Glanyfi on two coach pasenger train on 31 July 1956; 3201 with ROD tender on Aberystwyth shed 29 July 1956; 2207; 2212 with ROD tender at Taunton with express headlamps. 

Awre Junction Signalman. Eric Ford. 473-6.
Grandfather, James Wearing, was signalman at Awre Junction from 1919 on. The signal box was about 14 miles from Gloucester and was the junction for Blakeney. He had a strong sense of duty and would work an extra shift if his relief failed to appear and would around floods to reach his place of work. Writer describes the operation of using the wheel to operate the level crossing gates. Illus. signal box c1900, up platfoem 1898; 2-4-0T on up passenger train; entrance to Blakeney branch on 26 August 1950; 2812 on down coal empties on 26 August 1947.

Letters. 477.
Banbury & Kingham goods. D. Horne.
See Number 23 page 378: auto-service withdrawn in June 1951 due to shortage of crews. The goods trip must have been made post-1954 as there is no mention of ironstone line at Bloxham. This operated from 1947 to 1954 using an 0-4-0 diesel electric Amos formerly of 3ft gauge Ashover Railway, both lines being owned by Clay Cross Co. A class 2 2-6-0 shedded at Kingham worked the Shipton-on-Stour branch.
Banbury & Kingham goods. Albert Spooner.
See feature page 378 (23): picture of "7335" - as this had been 9313, and locomotive shown had the motion plate for one of the 43xx or early 53xx series
Banbury & Kingham goods. Jack Burrell.
See feature page 378 (23): was surprising that passenger service had not been withdrawn in January/February 1951.
Salisbury [shed]. Ron Hacker.
Notes the very poor lighting; the regular use of 7207 on Radyr to Salisbury coal trains, and use of out-of-service shed to store preserved CR 123 and T9
Savernake North. Keith J. Patrick.
Chemical weapons storage took place at Loton Park, Alberbury in Shropshire: see feature in Number 22 page 341.
Savernake North. Mike Barnsley.
See letter in Number 23 page 400 from Denis Owen: delay in rationalizing routes between Savernake and Marlborough following amalgamation of GWR with MSWJR was that consideration was given to substituting the local services by bus, but following objections from Marlborough athe two liines were joined at Hat Gate.

5098 Clifford Castle and 6839 Hewell Grange approaching Hemerdon sidings. R.J. Blenkinsop (phot.). 478-9.
Colour feature (two page spread): Sunday 5 August 1956, possibly with a Truro to Bradford train.

Northern observer. Jack Burrell.  (Letters)
See Number 23 page 407: last train for Berwig left Wrexham at 15.10 as line was only staffed on one-shift basis.
Gobowen & Oswestry. J.C. Hill.
See feature Number 22 page 302: first Sunday working was ECS from Oswestry to Gobowen to bring back corridor brake second off night train from Paddington. This conveyed Sunday newspapers to Aberystwyth: this service ran from at least 1933 until 1958. There were also workings beyond Gobowen to as far as Chester.
Gobowen & Oswestry. Stanley C. Jenkins.
See feature Number 22 page 302: captions transposed on page 323 (Park Hall Halt): it was staffed at times, and platforms had been longer. See rear cover (Number 22): delivery vehicle dated from late 1930s: Thorneycroft chassis with GWR body.

Book review. 480.
Great Western small prairie tanks - a pictorial tribute. D.R. Stiff and M. Dart. Bodmin & Wenford Railway Preservation Society.
Includes 44xx, 4600 4-4-2T which shared same boiler and 3901 class.

'Grange' class 4-6-0 No. 6870 Bodicote Grange (of Penzance shed) assisting 'King' No. 6026 King John (Laira) with the 9.30 am. Falmouth to Paddington train on Friday, 23rd May 1958, R.J. Blenkinsop. Rear cover:
as it descended the short incline from Hemerdon Sidings, preceding the almost continuous 7-mile climb to Wranganton summit. This train was programmed for two through coaches from Plymouth at the front of the train (including a Dining Car), three from Newquay in the centre, and four from Falmouth at the rear, although it was strengthened with additional vehicles on this day.

Updated: 2007-02-09

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