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The Contents of the LMS Journal are/were available on the relevant website, but a more indicative version of the contents appears herein. As the search engine on the steamindex website does not cover other websites this is the only way in which this new journal can be retrieved within part of a wider context and with linkages between the Parts. Like many Wild Swan publications the Parts are not dated which deserves to cause the Company copyright problems in some countries. There is a strange mixture of excessive detail (as in the official diagrams reproduced) and lack of detail in the captions (which often fail to note dates and may sometimes be British Railways rather than LMS). The cover design is very attractive. Inevitably, there is much of interest relating to the LNER (there were few places where the companies failed to meet north of The Wash) and the GWR (ditto, but south thereof)..
Number 10 (probably Spring 2005)
Hunt, David. No. 6202: a notable LMS experiment.
2-17; 80.
Remarkable in that it fails to mention Bond's seminal paper on the
turbine locomotive (J. Instn Loco.
Engrs, 1946, 36, 182 (Paper 458)). Advantages perceived for
the turbine design were: high degree superheat, reduction of heat losses,
even drawbar pull, elimination of hammer blow, enhanced mechanical efficiency,
and reduction in wear. Illus. page 2 turbomotive (original caption) on up
Manxman on Bushey troughs on 11 September 1935; page 3 No. 6202
in July 1936; page 5 during erection showing bracket for vacuum pump
(removed before leaving Crewe Works (W.L. Good); page 6 drawings (s. &
f. els. drawn by David Hunt); page 8 smokebox drawings derived
from official drawings; page 9 drawings of transmission gearing; page 10
steam valves, turbines, transmission & lubrication (simplified); page
11 during erection showing no bracket for vacuum pump (W.L. Good); page 12
frame arrangements from D33-13040; page 13 Turbomotive being turned
at Camden c1938; pages 14-15: D38-15263 cab fittings; page 16 original
sketch prepared at Euston in 1932-3 showing single chimney, markedly
different transmission arrangements and tender from Fowler proposed
2-8-2; No. 6202 at Crewe on Shrewsbury running in turn in June 1935
(Eric Treacy),
Essery, Bob. Carlisle. 18-35.
Cites Earnshaw's Lines to the Citadel
(Backtrack, 1997, 11, 524) Photo-feature: Patriot class
5535 possibly pre-1939; Claughton 5971 Croxteth departing for
Euston with up express from Scotland in early LMS red livery (with number
plate on smokebox door), some carriages still in pre-group livery; class
2P 4-4-0 No. 470 with three former Midland clestory coaches on ordinary train;
south end of station in 1913; MR 2-4-0 No. 817A in about 1904; GSWR 4-4-0
No. 327, LNWR Claughton and large crowd on Platform 5 with their luggage
c1920 (H. Gordon Tidey); Royal Scot 6154 The Hussar aarriving Carlisle
on up Midday Scot on 16 May 1932 (A. Blake); streamlined 6227 Duchess
of Devonshire in red livery on down Royal Scot; station exterior
in early 1950s; ex-NBR 0-6-0 with small snowplough arriving on stopping train,
56235 (ex-CR 0-6-0T) on pilot duties? and most rolling stock in carmine &
cream, looking north, c1954 (A.W.V. Mace); B1 presumably on arrival from
Newcastle and class 5 on arrival from south on secondary passenger working
with scissors crossovers between platform lines and through lines; grubby
45707 Valiant waiting to take over up Waverley from clean 60035
Windsor Lad in May 1958 (DMU in background); compound 41167 assisting
unrebuilt Patriot in their joint (and inefficient) assault upon Shap in 1957;
class 5 44675 on up six-coach special on 2 June 1962 (D.F. Tee); Dentonholme
goods station on 23 April 1960; 4F 44375in Upperby Yard with diesel shunter
and 3F 0-6-0T; 45284 departing Upperby Yard with Class D freight consisting
entirely? of sheeted wagons on 2 June 1962. Most of the photographs are typical
British Railways views rather than those of the LMS. Some of the pictures
are of insufficient quality to justify the double page treatment.
The North Staffordshire Railway Study Group: line
societies. No. 10. 36.
http://www.nsrg.org.uk
current activities include:
Essery, Bob. Station gardens. 37-9.
Notes that Rail 418/4 at NA, Kew contains a reference in the Board
Minutes dated 27 October 1922 to the forthcoming station garden competition.
Unfortunately, the illus were taken far later: West End Lane on 24 August
1955 (showing Leading Porter David Davies, who (surely which) had won the
first prize in the previous year) with 3F 0-6-0T 47564 in background (annd
building to house rotary converter for electrified lines still further in
background); Radlett gardens on 20 August 1959 with Miss Betty Cann, porter,
Edward South, Foreman Checker and Station Master P.E. Jackson: a title for
the three pictures might have been gas lamps and gardens.
More profound historical account of railway
gardens: Backtrack, 1991, 5, 133 which shows that station
gardens were known on the Scottish Central Railway in 1861. Arnold Tortorella
adds some information taken from Northern Division Minutes about Scottish
activity under the LMS (see letter No. 12 page
77)..
Warburton, L.G. LMS signals. No. 10 – mechanical
route indicators. 40-51.
Each of the major constituents added its own patented device: Patent
8009 due to W.C. Ackfield and B.W. Cooke of 5 April 1913 was the Midland
Railway contribution; Patent 26,943 of 6 December 1902 by J.P. Annett
Rawlinson, R.J.F. Shared wagon construction.
51-3.
Further illus. of Gayton Loops (see Number 4 page
55): picture taken in 1946 shows train of semi-complete brake vans, that
had been assembled at Wolverton and being forwarded to Derby for
completion.
Essery, Terry. How it was done. Part 2. Disposal.
54-68.
Careful management of the fire at the end of a turn eased the task
of locomotive disposal. A well-handled locomotive should have been disposed
with a low fire, but. Coaling was performed first and if a mechanical hopper
was used care had to be taken to ensure that the chute was at the correct
angle. Ovoids were difficult to handle. Whilst the rotating bunkers on the
Beyer-Garratts were a great help to firemen, they were difficult to coal,
and the covers were very difficult to open and close. Locomotives with
self-cleaning smokeboxes, hopper ashpans and rocking grates were simpler
to dispose, but these got held up by queues of older locomotives. Clinker
could be very difficult to clear. Larger locomotives required the removal
of some of the firebars. Work in the ash pits was very dirty and liberal
use of water was needed to reduce dust. The 4F class were difficult to dispose,
but most of the class 5 required the removal of some of the firebars unless
equipped with rocking grates and hopper ashpans. Most of the preserved railways
fit such refinements to their locomotive stock.
Harrison, Ted. Once a Midland man, always a Midland
man. Part 2. Settle-Carlisle and all that. 69-79.
Returned from military service in Cochin to Skipton as Grade 5 clerk
in Parcels Office. Notees some of the problems of being a common carrier
and need to charge travelling salesmen for carriage of their samples: notes
arrival of carpet saleman from Ulverston, and billing him for cariage of
sample. Records cut back in services on 9 December 1946 and 6 January
1947. The very severe winter of 1946/7 caused severe disruption, especially
on Settle to Carlisle line: soldiers and POWs were employed to clear tracks
which rapidly were blocked again with snow. Food had to be conveyed by train
to Horton in Ribblesdale. In the summer of 1947 Blackpool was surved by a
Sunderland to Blackpool through service which called at Skipton. He became
a Temporary Relief Clerk (Grade 5) and worked at Horton in Ribblesdale, Heysham
Harbour (where the arrival of Irish agricultural workers off the boat caused
a surge in bookings), Morecambe Promenade (where the lack of ladies' public
conveniences in the town caused an influx of pennies at the station), Lancaster
Green Aye (where duties included the payment of locomotive department wages),
Halton (where the ticket stock required total inspection due to the extrenal
illicit actiovities of a member of staff there), Gragrave (where the Gargrave
Show involved extra work and animals shown travelled on special return tickets),
Keighley (where he worked at the Great Northern window for bookings via
Queensbury); Saltaire with a clerk called Johnny Balls. In 1949 his work
extended to cover that od being a relief station master or work in close
proximity to the station master. Experiences gained at Bradford Forster Square,
Leeds City (sorting out PAYE deductions), Hunslet Sidings (inluding arranging
hostel accommodation) and in the Leeds District Manager's Office (paybill
work and working of out-of-gauge loads on Sundays; Garsdale (formerly Hawes
Junction) includes notes on the 'Bonnyface. (12.46 ex-Bradford/return from
Hawes 16,25) and note on horsebox traffic to Leyburn, Dent (problem of return
of sacks from remote farms), Ribblehead (where station master had to be trained
in meteorology), Arkholme which also served Melling, Wennington, Bentham,
Clapham, Giggleswick, Long Preston and Bell Busk.
LMS times (correspondence). 79-80.
LMS Journal No. 9. Peter Tatlow.
See feature of renewing bridges page
3: Cowans Sheldon overturned near Bath on 27 August 1933:
suggests which crane it might have been.
LMS Journal No. 9. R. Tourret
See feature beginning p. 21: closure
date of Belmont station: not 1934 but 5 October 1964.
LMS Journal No. 9. Kevin Prince.
See British Railway Journal No. 5 and correspondence on fish vans
LMS Journal No. 9. Philip Griffiths
fish
LMS Journal No. 9. Don Rowland. 80.
See feature beginning p. 21: House
o' Hill and East Piltn locations incorrect in Table 2, also faiure to record
Millway on Alsager to Radwell Green ROF line. Also refers
to Memo reproduced on page 31 which demonstrates micro-management on
LMS concerning locations for new motive power.
LMS Journal No. 9. John Edgington.
Number 11 (probably Summer 2005)
Note: other than the excellent second installment on the turbine locomotive this is a somewhat thin issue which includes material published elsewhere, probably justifiable in the case of the Tatlow contribution, but not so in the case of the flashing light signals. Put bluntly not very good value for ten quid.
Editorial. 1
Charles Smith, a Londoner, introduced Bob Essery to the expression
"hopping the twig" when things seemed to be running well.
See also letter in Issue 19 page 77.
Gavin, John. Coach painting at Derby Carriage &
Wagon Works, 1955-63. 2-12.
The works in Litchurch Lane opened in 1876 and a Training School opened
in 1949. The layout of the and the location of the paintshop on a general
plan of all the works is shown. Traversers were used to move the rolling
stock. Apprentice training, wages and holidays are described within the period
designated. The equipment used id described and illustrated with simple diagrams.
Costing, primers, stopping, filling and rubbing down are all described.
Transfers, signwriting, train destination and name boards. Short bibliography.
Illus.: Carmine & cream liveried corridor composite (porthole type) with
tartan-backed The Royal Scot nameboards; corridor brake third with
Glasgow Buchanan Street - Aberdeen nameboards and common bogie of
articulated corridor coach (LMS D1966).
LMS Times. 13.
LMS Journal – No. 9. M.J. Holland
See photograph p. 33 (middle): notes that wrought
iron spans visible in picture were replaced by steel spans shortly after
photograph taken and that leading coach was MR 2972 (LMS 25936) a former
clerestory lavatory composite rebuilt with an elliptical roof in
1920/21.
LMS Journal – No. 9. Stephen
Summerson.
See page 19: brackets to show driver's name fitted
to MR Order 3577 to most passenger classes from 10 May 1909.
Page 24: Roundwood Halt opened 8 August 1927;
page 26 the two pictures of Brownhills were taken on
different dates: upper was pre-September 1918.
LYR 2-4-2T No. 10712 on stopping train arriving Blackpool North in May 1938. 14.
The Lancashire & Yorkshire Railway Society. (Line Societies
No. 11). 15.
Illus.: 0-6-0 No. 12341
Hunt, David. No. 6202 - a notable LMS Experiment Part
2. David Hunt. 16-31, also p. 13.
Includes reproduction of operating instructions for drivers. Notes
of performance in service including official list of when out of service:
the most serious failures are described in detail. Liveries carried. Rebuild
as Princess Anne. Also notes consideration given to fitting all Princess
Royal Pacifics with derived motion. Illus. p. 13: triple reduction mechanism
for turbine..
Essery, Bob. Uttoxeter. 32-6.
Photo-feature:
Warburton, L.G. LMS Signals No. 11. Flashing light
signals. 37-43.
Originally published in
Backtrack, 1996, 10, 291-3. The flashing light system invited
by Gustof Dalen and manufactued by the Gas Accumulator Co in Stockholm used
acetylene as illuminant to provide flashing home and/to distant signals in
darkness (the periodicity of flashing could be varied to give separate warnings.
The Swedish State Railways rapidly equipped all distant signals. The system
was taken up in the USA and in 1913 the system was demonstrated on Alexandra
Palace racecourse. The Furness Railway adopted the system in 1914 and applied
it to a number of signals north of Barrow-in-Furness. (one near Park is
illustrated) The LMS organized a more extended trail beginning in 1935, but
the trial installations were ended in 1939 and not restarted after WW2. Locations
of flashing signals on the LMS: this version includes two extra diagrams
and the Park view is better reproduced.
Essery, Bob. Carlisle Petteril Bridge. 43-5.
Illustrations taken in 1949: includes LNER track plans.
In the Highlands: captions by T.J. Edgington.
46-7.
Two views taken from train near Strome Ferry: locomotive was a "Clan
goods": age of stock would seem to indicate c1930; also Kyle of Lochalsh
station on 19 June 1937.
Tatlow, Peter. How serious were F. G. Smith's
misdemeanours? 48-55.
Concentrates on significant failure in plans drawn up for turntable
at heart of Inverness mpd. These were basic failures in engineering skill:
Smith failed to appreciate to link turntable width with the angles made with
the converging roads. Tatlow shows this with great clarity via a simple sketch.
Previously published in Highland Rly Soc. J. Bibliography. Excellent
drawings of turntable.Illus.: River class No. 942 at Perth (still in CR blue)
in April 1925; River class No. 14756 in LMS red; 2-2-2 Belladrum in
roundhouse at Inverness; roundhouse with two Castle class; 3 Big goods 4-6-0s,
Small Ben and 0-6-0T No. 24; 14769 Clan Cameron in lined black on
26 May 1930.;
Cox, E.S. Memorandums to S. J. Symes from E.S. Cox
- Horwich Class 8 Engines. 56-60.
Very poor record of hot boxes due to poor axlebox lubrication; Wakefield
mechanical lubricator showed no improvement, trouble was experienced with
big ends on the Western Division where coasting in full gear was a problem;
blast pipes; the ball type compression relief valves used with the piston
valves led to leakage; the compound locomotive caused less trouble, horn
wedges, but noted excellence of steaming. Illus.: 10451 on express at Oxenholme
(F. Moore); L&YR No. 1523 in rebuilt form; 10418 at Manchester Victoria;
compound 10456 (two views); 10452 on express at Middleton Junction c1930
(G.W. Smith)
Tewkesbury shed. 60.
Illustration: no date.
Harrison, Ted. Once a Midland man, always a Midland
man Part 3. 61-73.
For a time dwelt in Grassington; sefrved at Embsay, Bolton Abbey,
Addigham, Ben Rydding, Menston and Guisley. Attended station masters' course
at School of Transport in Derby in 1949. In 1951 appointed Station Master
at Milnrow where he was involved in a number of minor adventures.
Essery, Bob. St. Albans Abbey and the Watford
Branch. 74-80 (also inside rear cover).
Mainly the signalling arrangements on this much discussed branch line
(see also features in Br. Rly J.). Used as pretext for yet further pictures
of LMS 19XX 0-4-4T: 1908 at St. Albans on 27 November 1937; LNER non-corridor
lavatory articulated pair No. 80157 on 22 May 1948 waiting for its long awaited
next trip back to Hatfield; LNWR 2-4-2T No. 6725 at Watford Junction with
LNWR push & pull set on 17 May 1947; Class 3 2-6-2T No. 10 at St Albans
on 28 May 1946; 41908 rushing into Abbey Station on 30 April 1955. Station
exterior. signal box. Ordnance Survey plans for 1939 showing gasworks in
great detail. Working timetable for September 1925 showing both LNER and
LMS trains
Number 12 (probably Autumn 2005).
Stanier 2-6-4T No. 42624 at Clitheroe on 16.45 slow passenger train from
Hellifield to Blackburn taking water from parachute tank on 8 September 1962.
J. Benson. front cover
No. 6123 Royal Irish Fusilier with original tender and flat smoke
deflectors. front cover lower
No. 6128 The Lovat Scouts on down express probably passing Weaver Junction in 1930s. 1
Editorial. Bob Essery. 1
Main item of substance was threat to demolish LMS School of Transport
building in Derby.
Miles, Keith. LMS engineering apprentice.
2-11
At St. Rollox Works: mentions interview with Edgar Larkin at Derby
and contacts with William Hunter, Superintendent of Apprentices at St. Rollox,
His five year programme at the Caley, his pay and working hours, and enrollmment
at the Strathbungo Technical Institute near his digs in the South side of
Glasgow. Communication in the boiler shop. Crewe belt system as implemented
within St Rollox. The works were under the command of
G.S. Bellamy. The author lists
the previous incumbents at St Rollow, following William Pickersgill: D.C.
Urie, H.G. Ivatt, R.A. Riddles and R.C. Bond. In the summer of 1947 Miles
was sent to Corkerhill MPD where he encountered K.R.M. Cameron, District
Locomotive Superintendent who persuaded him to join the Institutuon of Locomotive
Engineers and through this body met R.F. Harvey, Northern Division Motive
Power Superintendent and Harold Rudgard when he presented his Presidential
Address: The user of locomotives for revenue earning. See
also second part.
Tattershall, Phil. LMS standard coaches fitted for
motor operation. 12-20.
This article is limited to new build or rebuilds of LMS standard (mainly
non-corridor) vehicles as driving trailers (ordinary trailers were simple
conversions comparable to piped wagons). The mainly visual modifications
are incorporated into an extensive list, but one is tempted to wonder whether
any modifications were made to the buffers and drawgear. Little mention is
made of the LNWR activity upon which most of the LMS vehicles/conversions
were based. D1735 type driving trailer clearly labelled "pull & push"
leading a push & pull train propelled by ex-MR 1P 0-4-4T with through
coach from St Pancras at rear in June 1953 passing Buxton East Junction and
on D2122 type trailing trailer with Lemon 0-4-4T on similar train (with through
coach) on 27 July 1955: sanding apparatus on leading bogie clearly visible
(was this specific to steeply graded branches or to Midland section?).
Twells, Nelson. Replacement of horse cartage by road
vehicles on the M&GN. 21-2.
At Norwich City during early 1920s using two Karrier lorries.
Dunn, William. Allocation of engines. Part 2. Western
'A' Division 1926. Tank engines. 23-30.
Refers back to LMS Journal Number 1
p. 44 for LMS internal document on which this article is based. Incidentally,
these articles demonstrate the chaotic state of locomotive classification
on the LMS and its constituents. Allocations of LNWR classes: 5ft 6in superheater
tanks (4-6-2T); Precursor tanks (4-4-2T); 0-8-4Ts; 0-8-2Ts; 5ft 0in (18in
cylinder) side tanks (0-6-2T); 4ft 6in coupled motor tanks (2-4-2T) (this
gives an excellent indication of where push/pull services operated); and
non-motor-fitted; 2-4-2 Wirral (see illus. for some illumination); 2-4-0
4ft 6in four-coupled tank (Chopper 2-4-0T); 5ft 6in passenger tank (2-4-2T);
side tank coal engines (0-6-2T); special tank (0-6-0ST). The illustrations
shed some further light, although the captions lack clarity: 4-6-2T No. 6956
at Birmingham New Street; 4-4-2T No. 6809 at Rugby station on 26 March 1933;
0-8-4T No. 7943; 0-8-2T No. 7880 at Springs Branch (W.L. Good); 0-6-2T 6878
at Monument Lane on 20 September 1936; push & pull fitted 2-4-2T 6554;
Wirral Railway 2-4-2T No. 11 and No. 6 (former LNWR locomotive which became
LMS 6762); 2-4-0T 6428 on Crmford & High Peak line; 2-4-2T No. 6674 at
Northampton Castle with stopping train for Peterborough; 0-6-2T 7803 on stopping
train near Llandudno (J.A.G.H Coltas); Special 0-6-0ST 7303 at Shrewsbury;
0-6-0ST Liverpool at Edge Hill in 1932 (J.A.G.H Coltas); 0-6-0ST
7466 (described as a "Bissel tank coal engine"); 0-4-2ST 6402 (this did have
a Bissel truck!) in Birkenhead Docks; 0-4-0ST 7218; 0-4-0ST 3014 (Crewe Works
shunter); remainder ex-NLR: 0-6-0T No. 7520 (J.A.G.H Coltas); 0-4-2CT 7217
at Devons Road and 4-4-0T No. 6444. See also letter from
Geoffrey M. Kerr in Issue 20 page 66 (concerning former LNWR eight-coupled
tank engines)..
Warburton, L.G. LMS signals No. 12 — Automatic
train control (ATC) on the LMS. 31-45.
Concentrates on the system developed by Alfred Ernest Hudd (portrait)
with Arthur Frank Bound, but also includes brief descriptions of many of
the systems developed on other railways including the patents developed to
cover the inventions: these are the Great Western Railway system with patents
under the names of C.M. Jacobs; R.J. Insell, E.A.B. Bowden and E.F. Newton.
The GWR system was tested by the Midland Railway on the Wirksworth Branch
from 3 January 1908. The Great Central's Reliostop system was patented by
A.F. Bound with Rowland. Sir Vincent Raven took out several patents for a
system installed between York and Alnmouth. The A.R. Argus system was the
invented by an Australian who took out many patents. He leased the West Somerset
Mineral Railway in 1911 to demonstrate his system using two former GWR 2-4-0s
Nos. 212 and 213 which were stopped by the system when set off towards each
other on a single track. H.E. Morgan of the Midland Railway attended these
trials. R.G. Berry and H.W. Moore of the LYR took out patents in 1914 and
1915 but the system did not appear to heve been implemented. The Railophone
system was invented by H. Von Kramer and was appraised by the Midland Railway
in 1914. Westinghouse Coded Continuous Cab Signalling was tested on the LNER
between Greenwood and Potters Bar in 1945/6 with C1 No. 3293.Warburton notes
that there were Government reports on Automatic Train Control in 1922, 1927,
1930 and a report by the railway companies to the Minisry of Transport on
5 November 1931. This advocated a non-contact system. An experimental
installation of the Strowger/Hudd system was made at Wraysbury on the electrified
Windsor branch of the Southern Railway where M7 No. 672 demonstrated the
system and at Byfleet where King Arthur No. 774 Sir Gaheris showed
that the system could cope with high speeds. Hudd became an employee of the
LMS and with the assistance of Percy Lomas on the signalling side and Andrew
Rankin on the locomotive side set out to develop a system for the LTS section
using the vacuum brake (previously this section had employed the Westinghouse
brake). The order for the Stanier 3-cylinder 2-6-4Ts was modified to avoid
the dual fitting of the two types of brake. A.F. Bound was obviously an advocate
of the system but J.E. Anderson objected to the system interacting with the
braking system. The LNER became involved in the system following the Castlecary
accident on 10 December 1937 and planned to equip the Edinburgh to Glasgow
system. In 1956 British Railways adopted the system calling it AWS (Automatic
Warning System). The Ministry of Transport conducted tests on British Railways
of the GWR, Hudd and AWS systems and found the GWR less reliable than had
been claimed...
Hulme, John. Macclesfield memories. 46-51.
Life at Macclesfield mpd from 1947 onwards: surprisingly this depot
had turns which took them to Huddersfield over both lines (Micklefield or
"New line" and via Greenfield). When made redundant
in July 1963 moved to Heaton Mersey (Issue 22 p. 68).
Hunt, David. Further information on LMS Locomotive
Profiles. 52-3.
See LMS Locomotive Profile No. 1:
rebuilt Scot locomotives fitted with smoke deflectors whilst still pianted
black and locomotives fitted with self-cleaning smokeboxes.
LMS Locomotive Profile No. 6: changes
to positions of smokebox lamp holders to bring lamps into line for Class
H freight trains; picture of No. 44844 (p. 66) shows engine with BR-type
mechanical lubricator; picture on p. 72 of No. 4783 with an X on cab side
denoted manual blowdown and/or experimental fittings of equipment instigated
at Crewe. LMS Locomotive Profile No. 6
(Photographics Supplement): .Keith Miles supplied further information
on modification to design of Manson-type tablet catcher made at St Rollox
to enable the whole apparatus to be brought into cab; illus. on page 55 probably
shows a milk rather than a gas tank; locations of photos. on pp. 56 and 64.
Hunt, David. Locomotive details. Part 2 —
Rotary cam poppet valves. 56-
Caprotti valve gear as exploited by Beames at Crewe; Lentz rotary
cam valve gear (as relatively widely applied by the LNER) as fitted to five
"Horwich" moguls and later applications of Caprotti valve gear to the class
5 4-6-0s under Ivatt.
Harrison, Ted. Once a Midland man, always a Midland
man. Part 4 – Hasland. 61-76.
Station Master and sometimes Yard Master at Hasland. Like the last
item there is interesting detail on life in a company house with a loo at
the end of the garden and problems with death watch beetle which threatened
their furniture. Had the problem of a fatality to a member of the permanent
way gang and the subsequent enquiry.
LMS times. 77.
LMS Journal No. 10. Arnold Tortorella.
See feature on page 37: adds
information about Northern Division Station Gardens Competitions in 1925
and 1933 taken from the Local Committee's Minutes.
Smith, David. Recollections of an LMS station master's
daughter. 78-80.
Joe Dennis was Station Master at Benfleet between 1942 and 1948: memories
of this time by his daughter Jane. As they lived in the house at the station
there was no clear demarcation between Jane's father's place of work and
homelife. The family swam in the creek, sheltered from bombing in the station
subway, mother and daughter issued tickets when Joe was called away to operate
the signal box. She commuted to school in Southend. After WW2 there was far
more traffic and the approach road over the level crossing was very busy.
One very high tide threatened their home. She remembers one of the coal
merchants being killed by a shire horse and her father being a Freemason
at a Lodge in Southend. Illus. of family in station house.
Splasher with painted name Ben Dearg of No. 14410 on 14 June 1949. H.C. Casserley. rear cover
Number 13 (probably Winter 2005).
Miles, Keith. Motive power improver. 3-18.
Part 1: St Rollox apprentice see 12 p. 2. At Willesden
Junction where he encountered both minor and major rerailing operations;
filming of Train of Events when the star Jack Warner slipped on oil and fell
into the turntable pit; the very cramped cabs on the Super D 0-8-0s (the
cab of 9277 is illustrated); llearning to fire a Super D; experience of the
Hudd ATC apparatus; firing on express freights worked by Jubilee class 45734
Meteor and 45684 Jutland; express passenger working; suburban
trains and push & pull operation on Stanmore and St Albans branches;
experience of the single bore Linslade tunnels (where Fireman Frank McKenna
had been severly burned in a blow back due to negligent action by the driver;
work in the diesel shop and in the office; and inspection of the coaling
tower (from the top).
Jenkinson, David. LMS dining cars in Scotland.
19-45.
Cites Essery and Jenkinson articles: Dinner is served. Rly Wld,
1968, January/February andDinner is served: second sitting. Rly Wld, 1969,
February/June. The two main Scottish companies (CR and GSWR) had relied upon
Joint Stock (LNWR and MR) restaurant cars for the Anglo-Scottish services.
The Caledonian had arranged an agreement with the Pullman Co. for its internal
services, some of which ran onto the Highland Railway and the GSWR had a
few cars of its own. A table shows how the LMS extended the range of the
Pullman cars to Aviemore and Girvan and started to cascade earlier cars from
England. The LMS terminated the agreement with the Pullman Co. and added
the cars to its stock and gradually replaced the Pullman livery with its
own. The illustrations are a mixture of views of trains containing dining
cars and "official views" of both car exteriors and interiors: class 5 4-6-0
near Slochd in 1935 with two leading vehicles LNER (one sleeping car) followed
by MR clersetory dining car, etc (H.C. Casserley); MSWJS No. 1 first class
dining carriage exteriors and interior; Lancashire & Yorkshire Railway
Dining Car: exterior of No. 213 and interiors of No. 214; M&GSW RF No.
208 as built in 1904; RF 2593 + RTO No. 2139 (MR clerestory 12-wheel pair);
8-wheel 18-seat RF type No. 2793 (when new) which later operated on Highland
section under 'common' status; LYR ding car No. 215 (RF) which became LMS
10801 and lasted until 1951; Pullman car Lady Beaton (LMS 210 from
1933); MR elliptical roof 12-wheel RF (two for M&GSWR Joint stock
were the most modern vehicles acquired by the LMS and were transferred to
the WCML (exterior and interior views); 8-wheel M&SGSWR Joint stocks
RTO No. 394; WCJS dining saloon No. 561 with 6-wheel bogies, centre kitchen
separating first and third class accommodation (exterior and interior); similar
but later WCJS No. 531; Pullman car lettered Lady Nairne before entry into
service as Lady Nairn; HR No. 57 Clan Cameron (still in HR livery) with former
WCJS dining car in LMS livery (probably No. 10446) leaving Perth; dining
car No. 10580 built Wolverton in 1925 (RU); WCJS No. 566 (still in LNWR livery)
at Annan c1925 probably on Stranraer to Carlisle working; LMS centre kitchen
RC No. 10421 (ex-WCJS) exteriors and interiors of first and third class saloons;
two Pickersgill 4-4-0s with Pullman car leaving Aberdeen in 1927 probably
for Glasgow; Edinburgh portion of up Royal Scot entering Symington in 1929
behind Dunalastair IV No. 14455 (leading vehicle ex-WCJS RC; 14395
Loch with former GSWR dining car (LMS 18586 behind) at Inverness; 14681 Skibo
Castle with same vehicle in formation at Lentran probably on train for Wick;
Clan Goods 17651 with former LYR car RF 10801 with train from Kyle of Lochalsh;
compound No. 905 with ex-LNWR RC climbing to Beattock c1930.
Concluded in Number 14 page 40 et
seq
Holt, Geoff. The locomotives named after holders
of the Victoria Cross. 46-51.
L/Corp J.A. Christie V.C.; Private E. Sykes V.C. and Private W. Wood,
V.C. were the names applied to members of the Claughton, and subsequently
the latter two to the Patriot classes. LNWR 2055 Private E. Sykes V.C.
is shown at Stalybridge with Mr Sykes on the footplate; Claughton as LMS
5967 L./Corp. J.A. Christie is shown with bandsmen at Rugby on 11
November 1935; Driver Wilf Wood is shown with oil can adjacent to the nameplate
of 5536 Private W. Wood V.C.. There are also ordinary photographs
of 45537 Private E. Sykes V.C. entering Stoke-on-Trent station on
1 May 1961 and 5536 Private W. Wood, V.C. at Longsight in about 1936.
The notes include the acts of extreme bravery which led to the awards.
Warburton, L.G. LMS signals No. 13 . Automatic train
control on the LMS. 52-9.
Describes the Lomas/Rankin inductive train stop with compulsory speed
control spurred by a series of accidents in 1932 which involved splitting
distants where high speed trains diverged off the fast lines onto slow lines
or loops with fatal consequences. A.F. Bound cited Dicot (GWR) on 6 January,
Leighton Buzzard on 22 March and Great Bridgeford on 17 June in a report
which instigated the work. This was intended for electric trains and one
motor car was fitted for trials on the Watford to Rickmansworth branch. There
was a problem with steam locomotives in that the Ministry of Transport deprecated
the use of batteries and this led to a vacuum engine to drive twin Raleigh
bicycle Dynohubs: this led to Patent 564,429 of 22 March 1943 under the names
of Bound and Rankin.
Welch, Martin Stuart. LMS progress on the permanent
way. 60-8.
The introduction of high speed trains on the LNER acted as a spur
to track improvements on the WCML, especially the introduction of transition
curves iinvolving slews marked out by pegs (a system introduced on the GNR)
and Hallade track recorders (includes brief biographical details of Hallade).
Ian Strachan had been travelling with the Hallade recorder on the inaugural
run of the Coronation Scot and noted how he and the instrument were catapulted
across the coach on arrival at Crewe. High speed junctions were also introduced
(with two-level chairs) and these were pre-fabricated by Messrs Taylor Bros
at Sandiacre. An LMS film Junction Renewal recorded these developments. Trent
Valley Junction, south of Stafford, was renewed in this way.
William Kelly Wallace was an advocate
of British Standard track and flat-bottom rails. Extensive trials of flat
bottom track with teo types of baseplate were made on the Midland and Caledonian
mainlines. The first flat bottom turnout was installed at Kegworth in 1944.
Long welded rail was also evaluated. Measured shovel packing (see also
Backtrack, 2004, 18, 399 for
closer view of shovel), arc welding of worn noses and wings on crossings.
Track laying, training, WW2 and Nationalsization. Illustration of Kegworth
turnout in 1944 with Wallace astride the crossing with C.J. Chaplin, N.W.
Swinnerton, R.A. Riddles, a "foreign visitor (could be American) and Leonard
Taylor of Taylor Bros.
Coates, Noel and Des Melia. Des's engines.
69-80.
Des Melia started at Burnley Rose Grove in March 1941 and performed
the usual tasks of knocking up. acting as guard for the stores van before
progressing to be a firemen. This includes his obervations on LYR locomotives:
the 0-6-0ST shunters: difficult to clean out fire and to lubricate motion,
but strong; 2-4-2Ts cabale of hauling 10-coach trains between Colne and
Blackpool, but some were poor steamers; also their work on motor (push &
pull) trains; anecdotes of banking to Copy Pit where only the fireman had
to work; Considered LYR 0-6-0s, especially those fitted with Belpaire boilers
to be good locomotives and capable of hauling heavy excursions to Blackpool.
The 0-8-0s plodded happily up to Copy Pit, but the 4-6-0s were difficult
to fire, although were powerful and fast (but he was used to 0-6-0s and
0-8-0s!)
Motor train (push & pull) set (sandwich formation) at Towcester on S&MJ section on 17 May 1937. rear cover
Number 14 (probably Spring 2006).
Prince of Wales class with external valve gear No. 25672 at Shrewsbury on
9 May 1935. 1
Caption rather ingenuously argues that "there is no 'LMS-built' item
in sight": the Tishies arrived with the LMS.
Unrebuilt Royal Scot 46165 The Ranger (12th London Regiment) in early British Railways livery on four track mainline. 2-3.
Essery, Terry. How it was done. Part 3. Primary training
on bank pilots. 4-17.
The training of young firemen at Saltley and in particular on the
banking engines employed between Washwood Heath and Kings Heath on the steeply
graded Camp Hill line. Class 3F 0-6-0 locomotives were used for this work.
4F locomotives were sometimes used, but their superheated boilers were less
suitable for banking work. Most of the drivers rmployed on banking work were
older men who were ideal for training young firemen, and most of them insisted
upon a high standard of footplate cleanliness. Firemen were introduced to
the Hydrostatic Displacement Lubricators fitted to the 3F class. Careful
management of the fire was essential to ensure that the locomotives did not
blow off at the top of the bank, but sufficient fire was needed if banking
was required beyond Kings Heath. Care had to be taken to avoid priming. It
is noted that the draughting of the 3F class was excellent and firemen rapidly
learned the correct technique for firing into a very hot fire. Illus.: 3F
No. 3673 passing Saltley mpd on 10 September 1934 with short freight (M.F.
Yarwood); No. 3435 on Saltley shed on 28 September 1947; cab interior of
No. 43669 on 28 September 1963; sight feed lubricator; Saltley station with
westbound freight; Austerity 2-8-0 No. 90699 climbing bank on 25 October
1964; banker No. 76086 at rear of GWR brake van on train as per previous
picture, probably on Bordesley trip working; Brickyard signal box; Landor
Street signal box; Midland type of firedoor; Kings Heath station and signal
box; 3F 43680.
Twells, Nelson. The Stamp Medal: an LMS Railway gallantry medal. 18-23.
Instituted by the LMS Board on 22 February 1940. The silver medal
had a dark blue ribbon. The main side of the medal displayed two locomotive
chimneys (one of the Rocket type and the other of an older LNWR locomotive
superimposed upon the front end of a streamlines Pacific and the sun: the
reverse showed the driving wheel of a locomotive overlain by a frond with
"FOR COURAGE" around the edge. The year of award was added. The information
on awards came from Carry On (an LMS tabloid) and from Board Minutes.
Recipients included Van boy Wilfred Schofield of Manchester Victoria; Dockgateman
W.J. Mansell of Garston Docks (he subsequently received a 'bar' for further
bravery); Driver C.H. Peberdy of Toton; Chief Foreman H.J. Taylor of Poplar
Docks (for rescuing horses during the blitz); posthumous award to Fireman
M. Brear of Manningham; Stableman-in-Charge William Graham Day of Haydon
Square London for saving horses during bombing raids (he subsequently received
a 'bar' for further bravery); Chief Officer of Duke of York for his
bravery during the evacuation of St. Valery; Goods Porter John William Booth
at Wicker (Sheffield) for work rescuing horses and for rescuing a railwayman
with Special Constable Herbert George Thomas also of Wicker who also received
the Medal; Ganger C.W. Skelcher of Lancaster for rescuing two boys from the
River Lune (a non-war related action). Skelcher was the last to receive his
award from Lord Stamp as he together with his wife and son were hilled during
an air raaid on 16 April 1941. ; .
Peascod, Michael. Cumbrian engines in LMS ownership.
24-37.
Furness Railway; Maryport & Carlisle Railway and Cleator &
Workington Junction Railway.
Book reviews. 37.
Cumbrian Railways Association: line societies. No.
13. 38-9.
www.cumbrianrailwaysassociation.org.uk
Cumbrian Railways: quarterly journal; three major archival collections: Walker
Collection (mainly internal Furness Railway documentation); Kerr Collection
(from estate of Alfred Aslett died at Ulverston on 28 April 1928) and Pattinson
Collection (negatives taken in 1930s of infrastructure); publications, e-mail
group (address not listed), and membership.
Illus.: FR 4-4-0 No. 36 awaiting departure from Barrow Central with train
for Carnforth in 1900s; Signals at Plumpton Junction (from Pattinson
Collection)..
Jenkinson, David. LMS dining cars in Scotland. Part
2. 40-52.
Previous part in Number 13 page 19: Tabulates
dining car workings for July 1934 and July 1939, and dining cars allocated
to Northern Division in 1939. Bibliography. Illus.:
Sprenger, Cyril H. (deceased). Railway work at Bemrose
& Sons, Ltd. 53-6.
Very interesting, but suffers from lack of editorial intervention
which in semantic terms means lack of intermediate constituents. Bemrose
was a major supplier of printed documentation to the Midland Railway and
to the LMS at Derby. This is a historical study of the company, an autobiography
of the writer, and the comment on the complex relationship (for example the
railway provided the paper for many of the print runs) between the railway
companies and a contractor which includes the special requirements for printing
timetables.
King, Graham. Caledonian locomotive valve gear.
57-60.
The LMS modified the valve gear on some locomotives by replacing the
Drummond marine-type big ends by cottered ones. This is shown in a series
of photographs of locomotives and valve gear which appear to have been taken
at different times and places, with the possible exception of the first:
former CR Dunalastair IV 4-4-0 No. 148 as LMS 14357 and view of steam reverser
at Biggar in August 1935 (caption notes unsafe nature of device as cylinder
lacked O rings and relied upon cup seals; Jumbo 0-6-0 No. 57373 lettered
BRITISH RAILWAYS (c. 1948) and c;ose up of valve gear showing marine big
ends in 1958; valve gear of 57370 with cottered big ends; 57434 with Westinghouse
pump; motion only: earlier type (Ardrossan October 1961 on 57252) and later
type on 57356 also at Ardrossan in April 1959. Sadly the seeker of Ardrossan
mpd will have to glance elsewhere
Holland, Michael. A Buxton motor train. 61-4.
LMS times. 64-5.
Harrison, Ted. Once a Midland man, always a Midland
man. Part 5 – Doctor on the horizon. 66-75.
Previous (Part 4) in Number 12 page 61: Kirkby in Ashfield
Rowland, Don. By the book No. 3—The appendix
to the working timetable. Don . 76-80.
It has taken a very long time to reach the Appendix
(previous part in Issue 4 page 75). Includes
reproductions of pages from.
Number 15 (probably Autumn 2006)
5XP Jubilee No. 45648 Wemyss departing St Pancras with 16.30 for
Nottingham. Eric Bruton. front cover
On 25 August 1948: still lettered "LMS" on tender and with a "rather
strange single line around cab and tender", presumed to be black livery
Fowler Class 3 2-6-2T No. 19 in Birmingham Area (Western Division)
(photograph). 1
Stephen Summerson (Issue 19 page
77) complained about the caption which stated that these
superb locomotives did not work on the Midland Division: they dominated the
inner suburban service from St Albans into Moorgate
Hasland motive power depot with stored LTSR 4-4-2Ts. 2
Four stored LTSR 4-4-2Ts, including Nos. 2095 and 2102. Two Beyer
Garratts in background. c1946.
Train acceleration policy. 3-12.
Reproduced in semi-facsimile format (semi in that original is presumably
now yellowed), rather than scanned and converted to text: thus accurate,
but moderately difficult to read. This document dates from 1940 (at a time
when the railway offices appeared to lack something to do: see Frank Jones'
diaries). The Editor notes that the document introduced the term "semi-fast"
trains to the LMS and wonders where it had come from (KPJ would suggest from
unified control of British Railways thence from Southern and LNER, both of
which used the term). The document has a "political tone" and reflects A.J.
Mullay's somewhat distorted views of the impact of the streamlined trains:
thus the Royal Scot times of 1929 are compared with those of the Coronation
Scot in 1937. Nevertheless, the tabulated does compare the "best times" achieved
on the WCML in 1929 with those of 1939, and the reduction in journey times
achieved: up to two hours in some cases. In some instances, notably Manchester
and Liverpool, several services are listed. In the case of the Midland mainline
a more general overall acceleration was sought, notably on the Southern section,
south of Leicester and Nottingham, but the service to Mancester (Central)
received specific attention: at that time 5XP were not allowed on this route
and Class 5 4-6-0s had to be used. Other measures intended to improve performance
were the equipment of locomotives with speedometers and civil engineering
works at Stafford, Norton Bridge, Euxton Junction and Polesworth, as well
as bridge replacements between Derby and Manchester. Speed limits were also
raised, although subsidence was causing problems north of Sheffield. Illus.
Royal Scot No. 6104 Scottish Borderer on Liverpool to Euston express
at Tring c1931; page 4 6229 Duchess of Hamilton on
down Coronation Scot (see also letter from
John Hulme Issue 16 page 77 and from Editor
Issue 21 p. 28 who states that location was Oxheys two miles north of
Preston); 4P compound No. 1150 on 16.30 Euston to Manchester express with
many coaches still in LNWR livery, c1925; Jubilee No. 5570 New Zeraland
departing St Pancras. See also Issue 19 page 77 for letter
from Arnold Tortorella with extracts from the Glasgow Herald of
28 May 1931...: .
Warburton, L.G. and Instone, Reg. LMS signals No.
14 – The organization of the signal and telegraph departments on
the LMS Railway. 13-27.
As well as providing an illuminating view of the management of signalling
operations on the LMS, the article provides glimpses of signalling management
on the pre-grouping railways, notably that on the Midland Railway, and to
some extent activities on both other grouped railways and their constituents.
There is a considerable amount of information about the Institution of Railway
Signal Engineers. There is a wealth of biographical material, most of which
has been added to the relevant web page:
Arthur Frank Bound;
Percy Douglas Michod;
William Wood;
Alfred Smith Hampton;
Herbert Hedley Dyer;
John Troughton Roberts;
Richard Golding Berry;
Herbert Edward Morgan;
Alfred Oldham;
Henry William Moore; and
William Richard
Jones. Following Bound's appointment there was a considerable
reorganization of the management structure. During WW2 the LMS transferred
its main offices to The Grove at Watford (illustrated). There is an illustration
of the Crewe District Signal and Telegraph Engineer's coach: No. 45010 hauled
by GWR 2021 0-6-0PT at Bicslade Wharf. There is a portrait of
Wilfred Cozens Acfield with W.R.
Sykes.
Sheffield City Road Goods Station (ex-L&NWR). 28-32.
Rather ineptly the Midland Railway Distance Diagram is used to show
the location of this former LNWR freight depot which was reached off a branch
from the GCR (one of the two major railways which served the
City): thus only part of the very extensive GCR freight fascilities in the
City are shown. The LNWR depot was reached via running powers over the GCR
from Stalybridge. There is an illustration of the Goods Station which is
stated to have been taken post-1923 and part of an Ordnance Survey plan of
1905 which shows the layout within the station, but not the linking
railway.
Miles, Keith. Relaying prefabricated track. 33-5.
Four H.C. Casserley photographs form the basis for this feature about
relaying with flat-bottom rail in May 1948 just north of Berkhamsted:
interpretted by author and his friend, Ken Botwright, former Permanent Way
Assistant to LMR Civil Engineer. Most of the permament way gang appear to
be wearing ex-Army trousers, shirts and pullovers and were quite oblivious
to health or safety. Page 32: HCC photograph of Stanier 2-6-4T No. 2449 on
13.35SO Bletchley to Euston passenger train passing Berkamsted gas works
on 27 March 1948..
Turton, Keith. The Mansfield to Rolleston Junction
Line. 36-52.
The section from Rolleston Junction to Southwell opened by the Midland
Railway with the Nottingham to Lincoln line in 1846 and was extended to Mansfield
in 1871. Logan & Hremingway were the contractors for this line (p. 45).
This was a rural branch line until the Nottinghamshire coalfield was developed
in the early twentieth century. Railway access was provided via the Great
Central Railway and by the Lancashire Derbyshire & East Coast Railway
which was acquired by the GCR. Early in the history of the LMS it was appreciated
that its Mansfield to Rolleston Junction neeeded to be up-graded to cope
with the industrialisattion of the area it served with doubling, new loops
and connections to the new collieries at Mansfield, Clipstone, Rufford,
Blidworth, and Ollerton. Illus. 4F No. 44394 with express headlamps on race
special formed of decrepid non-corridor stock leaving Blidworth & Rainworth
station with Mansfield to Lincoln special on 18 September 1948 (rather different
from Paddington or Waterloo race specials). Additional
information from author see Issue 19 page 77, mainly concerning the Mansfield
Railway..
Turton, Keith. The Mid-Notts Joint Railway. 53-8
Originally conceived as a joint LNER and LMS Joint Railway from Hucknall
North of Nottinham to colliery at Calverton and on to junctiona with the
LMS Mansfield to Rolleston Junction line at Farnsfield and the former LDECR
at Ollerton Colliery Junction: only the northern part was actually constructed
and it is probable that the LNER did not contribute financially to it which
is not surprising as the line penetrated to Ollerton and Bilsthorpe Collieries,
already served by the LNER. At Eakring the line served one of the very few
on-shore oilfields in Britain.
Four-cylinder Experiment No. 1361 Prospero.
58
Rebuilt with four cylinders and superheater in 1915. On freight train
which included LNWR cattle wagons. c1926, but locomotive retains LNWR number
plate.
King, Graham. LMS Standard class 2P locomotive valve
gear. 59-60.
2P 40618 illustrated at Glasgow St Enoch Staion and valve gear illustrated
at Eastfield in May 1955: caption states note oil reservoirs on the slidebars;
mechanical lubricator; lifting links, balance weights and weight-shaft of
Stephenson motion; another view shows crosshead and connecting rod; fourth
picture shows 40669 at Ardrossan in October 1961 showing exhaust steam pipe
to exhaust steam injector.
Hunt, David. Further information on LMS Locomotive
Profiles. 61-2.
See Number 4 The "Princess Royal"
Pacifics. mainly information on tenders fitted to Nos. 6200 and 6201
or possible renumbering of 6201 as 6200 for photographic purposes and
on regulator type; Number 6 The mixed
traffic class 5s. Part 2. Walschaerts and Stephenson valve gear engines from
the 5225-5499 and 4658-4999 series: p. 17 illustrates staggering
of left- and right-hand washout doors and "M" prefix indicated former LMS
not LMR. Photographic Supplement to Number 6
Pictorial Supplement to LMS locomotive profile. No. 5. see
page 4: caption fails to note that mounting bracket for vacuum pump still
in situ; LMS Profile No. 8 The class 8F
2-8-0s.simple errata; LMS Profile No. 9
Main line diesel electrics 10000 and 10001: additional information
from Adrian Ford who fitted No. 10001 with AWS.
LMS Times. 62-3.
Burgess, Neil. In the shadow of Ben More: operations
at Crianlarich Junction Signal Box, 1949-1950. 64-77.
This is an all too-typical example of an item which relates to more
than one railway; namely the West Highland line which at the time of creating
the junction had formed part of the NBR, and later the LNER: obviously at
the time of the article the box was in the common ownershiip of British Railways
Scottish Region.
Water Orton Station Junction. 78-80.
Short express hauled by 2P No. 501 passing through Junction, c1947.(double
page spread), and 4P compound No. 1064 working a Birmingham to Leicester
slow passenger passing through Junction (dereliict cattle market behind).
Map.
Winwick Junction. W.S. Garth (phot.). rear
cover
Splitting distants and distants for opposite direction sharing same
tall LNWR posts: September 1949. Further information
from R.J. Longworth in Issue 19 page 77: lines left to right were down
slow, down fast, up fast, up slow. Letter gives full information on long
lost services such as the St. Helens push & pull..
Number 16 (probably Winter 2006)
Precursor 4-4-0 No. 25310 at Wavertree on Liverpool to Holyhead express in
March 1937. Eric Treacy. front cover.
4-4-0 No. 14126. front cover lower
8F No. 8654 on down freight north of Ayres Rnd Lane Bridge, Harpenden on 6 April 1946. E.D. Bruton. 1
LMS diesel shunter No. 7120. 2.
Plea for assistance with photographs from David Hunt
Beers, B.T. Toton Marshalling Yard. 3-10.
Undated plan of up and down yards presumbaly in BR days as the cypher
BR 35115/5 is marked upon it. The down yard was modernized in 1939 and the
up yard in 1949/50. A handful of photographs of the down yard, presumably
taken in 1939. Cites earlier material on the Midland Railway's yards in
Midland Record No. 1 and No. 21. Also photograph (pp. 8-9) of 7F 0-8-0
No. 9531 to the south of Toton South with train almost entirely of coal (but
also one tank wagon) and on page 10 water column at Trent.
Further pictures in Issue 21 page 2 et
seq...
Bartlett, Geoff. I was the last firebox lad at Canklow.
11-17.
Had always wanted to be an engine driver, but lack of physical stature
postponed his entry into the LMS until 18 June 1945, when this lack of size
made him ideal for working inside fireboxes and inside the tanks of tank
engines. He lost his job as the firebox lad when its former occupant returned
from wartime serice in the Navy and he became a cleaner. Switched his union
membership from the NUR to ASLEF due to the petty action of one foreman cleaner.
Gradually moved to firing, initially on shunting and then onto main line
work on a wide variety of freight locomotives, but this included a through
working to London on a compound when the driver insisted upon an unusual
firing technique where a few rounds had to be fed to the front of the
firebox.
Query corner: No. 6113 Cameronian with tender with
extended coal rails between Watford Junction and Euston. 17
Fitted with coal rails for non-stop Euston to Glasgow run in 1928:
caption questions when & where. The when, where and why are answered
in Issue 19 by M.A. Elston, Martin
Higginson, Nelson Twells, and by
Stephen Summerson and this is augmented by a repeated
printing of the picture, plus a facsimile letter which had requested the
work and a picture of Compound No. 1053 running with a modified tender. The
letters explain (1) that the modified tender had been fitted to enable the
LMS to operate a stunted version of the Royal Scot non-stop from Euston to
Glasgow on Friday 27 April 1928 in an attempt to upstage the start of the
LNER non-stop Flying Scotsman on 30 April. The stunt Royal Scot
also included a separate non-stop Edinburgh "portion": this was hauled by
a 4P compound No. 1054. The picture does not show the "non-stop", but a normal
up express south of the Metropolitan & LNER overbridge near Kenton..
.
Essery, Bob. L&YR wagons. 18-21.
"Plug" for the second volume of Noel Coates' second volume of book
on Lancashire & Yorkshire Railway wagons. This feature lloks back to
the first volume which covered low-sided (single-plank) wagons. Three of
the illus. show wagons fitted with flatbottoms and loaded with Accrington
bricks (tow were taken at Accrington on 14 September 1932). Diagram (elevations
and plan) p. 18.
Instone, Reg, Warburton, L.G. and 'Dunbar'.
LMS signals No. 15 – LMSR lever frames. 22-35.
The Railway Executive Committee, Sectional Committee 'A', chaired
by W.C. Acfield of the MR, attempted to standardize equipment on the grouped
railways and advanced a lever frame with an economical facing point lock.
This was adopted as a standard on the LMS and was also installed at Mexborough
West Junction on the LNER under the direction of A.F. Bound.
Mick Nicholson (letter Issue 19 page 80) added further
information on the Economical Facing Point Lock. Peter
Tatlow (19 page 80) notes that Bound was an ex-GCR, not GNR, man. Initially,
the LNWR and MR elements on the LMS continued to do their own things. For
a brief period the Derby works produced frames for other Divisions, but the
works closed in 1932 and from then Crewe became the frame manufacturing works
for the Comapany. In many cases the floors of existing boxes had to be
strengthened to take the REC frames.The Railway Signal Company also produced
REC frames, especially during WW2 for locations like munitions factories.The
REC frame suffered some disadvantages, notably rapid wear, and it was unsuitable
for outdoor use. Brief mention is made of frame designs of 1938 (with LNWR
catch handles) and of 1943 as for the Wigan re-signalling. Lever colours
are noted. Levers working motorized signals were briefly fitted with a plate
with an embossed "E", but shorter levers were eventually fitted
Outside Euston. H.C. Casserley. 36-7.
Up side carriage roads in 1946 with two 2F 0-6-0s including No. 3691
and 2-6-4T No. 2449 (photograph lacks definition)
Jackson, Jim. [GN & LNW] Joint Line engineman.
38-51.
Workings to Doncaster where the LNWR had established an engine shed
and dormitory (there were through workings from Camden). It is easy to see
that the LNWR gained a great deal, especially its link to Nottingham, but
it is more difficult to establish what the Great Northern obtained. As early
as 1892 the opening of the MSLR to Annesley changed the competitive pattern
and the LNWR had a greatly reduced interest in Doncaster and leased its shed
there to the GER. Prior to WW1 there were complex through carriage workings
from Scarborough on the NER to destinations in the Midlands: Northampton,
Leamington, Warwick as well as Derby and Nottingham. Most of the poor personal
reminiscences relate to tthe British Railways period of decline and the greatest
interest stems from the footplate cres reactions to a wide variety of motive
power. An encounter in the early 1950s by Newark driver Dickie Bird and fireman
Len Clark with a B16/2 or B16/3 showed that the engine steamed well on a
special from Hull to Market Harborough carrying Polish refugees. The crews
experienced a wide variety of motive power including J11 and J6 0-6-0s, 8F,
O2 and Austerity 2-8-0s, and more rarely 9F 2-10-0s. The Austerities were
strong and free steaming, but very rough at speeds above 25 mile/h. The O2s
"waffled along", but were hard work for the fireman having a long firebox
with a low set brick arch. On the other hand if ired correctly (little and
ofen) the J6 locomotives were free-steaming, strong little engines with a
good turn of speed. The 8F locomotives were universally liked, being strong,
free-steaming and with comfortable cabs which gave the firemen room to move
not only the shovel, but also the heavy iron firing tools. The exhaust steam
injector tended to knock off when the engine was in motion. The climb out
of the Vale of Belvoir to the summit beyond Hose Tunnel was 1 in 120 for
six miles. The overall impression of the line was its loneliness: in the
47 miles from Newark to Market Harborough there was only Melton Mowbray.
Inevitably there were incidents: poor steaming, leaking tubes and runaways.
The final decline of the railway is noted. See
also Issue 21 page 21. See also letter from James
Baxendale in Issue 19 page 80 on how the infrastructure at Northampton
Castle could not accommodate the huge LNER O2 class of 2-8-0s and why WD
2-8-0s were normally used.
Cox, E.S. Memorandums to S.J. Symes: Caprotti engine No. 5908.
52-4.
Dated 28 April 1931: an examination of all components of the gear
showed it to be in generally good condition (it had been fitted in 1927).
Illus. show 5908 under overhaul in Crewe Works in 1932 and as No. 1327
Alfred Fletcher in original condition on a down boat train for Holyhead
(with two bogie container wagons for passenger's luggage).
Rowland, Don. By the book: fitted freight stock working. Part 1.
55-60.
ERO 46443 Instructions relating to Fitted Freight Stock and Express
Freight Train Traffic circulated in June 1934 by the Chief Operating Officer
and the Chief Officer for Scotland. Details are given of arrangements for
fitted traffic from the Abergavenny and Barrow Districts: in the case of
the latter arrangements were sometimes made for the conveyance of such traffic
on passenger trains..
Tatlow, Peter. Achnasheen – busy times. 61-76.
Crossing place on the Kyle of Lochalsh line with one signalman and
two signal cabins (he had to cycle between the two). One of the high points
of his day was to assist in the transfer of the dining car from a down train
and add it to an up train (if the down was delayed this process might be
undertaken further east (at Garve for insstance). When observed in 1958 the
operation was further complicated by the prsence of a west-bound ballast
train hauled by a Pickersgill 4-4-0 No. 54487 (illustrated)..
LMS times [correspondence: all relating tto Issue No. 15]. 77
[Picture of 6229 Duchess of Hamilton]. John
Hulme
See page 4: writer notes that unusual to see
locomotive with original name: later renamed "Coronation"
Book reviews. 77; 79.
Iron roads to Burns country. Michael Pearson. Wayzgoose, Arnold
Tortorella
Similar review appeared in
Backtrack, 2007, 21, 576
which included same phrase: "very fine introduction to the
G&SWR"
Railways around Saltney: a pictorial record. John Dixon and
Geoff Pickard. Geoff Pickard. Bob Essery.
Walsall's engine shed: railwaymen's memories 1877-1968. Jack
Haddock. Tempus. Bob Essery.
Midland Railway trespass notice at Worcester Shrub Hill photogrraphed in 1955. rear cover.
8F No. 8626 with down freight at Berkhamsted during severe winter weather on 7 March 1947. H.C. Casserley. front cover.
Class 5 No. 44663 on up 07.10 express ex-Leicester south of Radlett on Saturday 14 July 1951. E.D. Bruton. 1
Miles, Keith. Improver assistant in control.
2-10.
Experience in the Waiting Materials Section at Crewe, a brief mention
of the Divisional Motive Power Superintendants, notably C.R. Campbell (Ross
Pop), and his Assistants N.R. Peach, A.E. Fairhead and W.J. Legg (none
of whom used their military titles, although of high rank, unlike The Colonel:
wee Rudgard. He was then seconded to the District Operating Superintendent,
London (Western). The article lists all the District Control Offices of the
LMS in England & Wales at the end of the Company's existence. Includes
portrait of author..
Hunt, David. The LMS system of locomotive power classification.
11-14.
System had its origin on the Midland Railway in 1889, but the LMS
system was developed in the Horwich Drawing Office in early 1923 and was
based on the mean effective pressure in the cylinders at 50 mile/h for passenger
locomotives and 25 mile/h for freight lcomotives. Illus.: Ivatt 2-6-0 No.
3001 when new with double chimney and cabside of Prince of Wales No. 25673
Lusitania.
Tortorella, Arnold. A curious incident at Dalwhinnie. 15-16.
Fire caused deliberately by the stationmaster, William MacLaren, who
had shot himself and then set the station alight (he had been defrauding
the Comapny). Report based on one in Glasgow Herald of 5 July 1927.
The incident happened on 3 July (official report included).
Miles, Keith. MOSELLE – 'give matter special
attention'. 16
Telegraphic code: includes several examples: Mick
Nicholson (letter Issue 19 page 80) notes that telegraphese still used,
notable Cape for cancelled trains: Last telegraph circuit was from Newark
South to Doncaster telegraph office which lasted until 18 October
1976..
Tattershall, Phil. Buxton to Millers Dale – a motor
train service, 1933–1956. 17-23.
Based mainly on an examination of photographs taken by E.R. Morten
(several of which are reproduced) a table has been constructed of the locomotives
(mainly MR or LMS 0-4-4Ts) and the motor (push & pull) units used including
former MR arc-roof vehicles Nos. D551/D552
Beers, B.T. 41 Years with British Railways London
Midland Region. 24-7.
Control Reporter at Sheet Stores Junction and at Trent and what he
observed. Part 2 in Issue 29 page 30 et
seq.
Essery, Terry. How it was done. Part 4. 28-34.
Experience of being a fireman on banking pilots based at Saltley and
used to bank freight trains between Washwood Heath and King's Heath on the
Camp Hill line in Birmingham.
The Highland Railway Society: LMS Societies No. 13.
35-6.
The Society was formed in 1987 and has about 300 members. Quarterly
journal. Email circle. Library with substantial photographic collection.
Photograph of No. 14412 Ben Avon published with wildly incorrect caption:
see Editorial amends in Issue 19 page 80 where the
apparently odd behaviour of banking on level track is explained. Train was
for Kyle of Lochalsh in about 1928 and trains were banked from Dingwall past
Fodderty Junction (where Strathpeffer branch diverged) and up the steep incline
to Raven's Rock. Between Dingwall and Achterneed the banking locomotive was
coupled to the train, beyond there it was uncoupled and a banking key was
provided
Hunt, David. The Scientific Research Department of
the LMS. 37-56.
This is an extremely interesting article. The establishment of Crewe
Works and the associated town demonstrated the need for chemical research
into water and effluent (sewage) quality and the LNWR initally used analytical
fascilities at Chester College. When Crewe acquired a Bessemer converter
to manufacture steel under John Ramsbottom the need for analytical fascilities,
epsecially to establish phosphorus and sulphur contents grew and a laboratory
was established initially with chemists from Chester College: Swann then
Dodds. By 1876 there was a staff of nine. S.W. Johnson appointed Leonard
Archbutt as Chief Chemist and he became a significant contributor to the
literature on lubrication (with R.M. Deeley) and on the vacuum brake. The
Caledonian Railway followed in 1882 and the L&YR in 1887, and in 1889
the LNWR established a further laboratory at Wolverton. In the early 20th
century the Stores Department acquired testing instruments to examine ropes
and brushes as it was feared that some supplies were below standard, and
this grew to cover many textile products. Sir Henry Fowler was interested
in boiler stay leakage and established a joint programme with the other major
railway companies with the involvement of the British Non-ferrous Metals
Research Association and the secondment of their young metallurgist T. Martin
Herbert who was eventually to become Research Manager of the LMS, and then
of British Railways. See also article
by J. Crosse in Backtrack, 2008, 22, 236.. ..
H.E. Morgan to W.R. Jones: submitted by Graham Warburton. 56-9.
Rather heavy humour which imagines the bureaucratic LMS form-filling
systems transferred to a domestic environment (where the failure to replace
a sash cord may be contrasted with the forest of wires and rods which incredibly
still operate on some stretches of Network Rail. Morgan was i/c Eastern Division
and Jones was going to the Central Division. Includes portrait of Morgan
at London Victoria in 1906.
Gantry signal with two combined home and distant signals,
but where? 59.
See Issue 19 page 80 for Editorial
letter which notes that John Edgington had informed him
that location was view from LNWR bridge at Washwood Heath looking north with
line to Metro Cammel works on the right
Jackson, Jim. The Fiskerton Curve and its Junctions.
62-71.
The curve was opened by the LMS in 1929 and provided an alternative,
and easier graded, route from Mansfield southwards. The line carried heavy
passenger traffic during the Nottingham Goose Fair. Illus.:
Page 63: Fiskerton Junction with 8F standing on curve with
double-headed Lincoln to Birmingham express (caption stated "London"
to Birmingham: see Issue 19 page 80 letter from Jim
Jackson; Rolleston West Junction signal box (2 views) page 64; 3F 0-6-0
looking towards Mansfield: view from Rolleston West Junction signal box page
65; same train viewed from rear as it proceeds towards Fiskerton Junction
pp. 66-7.
Yeardley, Ted. My railway experiences. 72-80.
Began railway clerical work via an examination and interview at Hunt's
Bank, Manchester. His initial posting was to Chinley where he worked in the
booking office from 1941. Later he worked at Manchester London Road where
he took the place of a booking clerk who had been defrauding the company
(blank tickets) and was arrested by three railway detectives.
See letter from John Hulme in Issue 19 page 80: on
page 73 the reference to Hibel Road should have been to Macclesfield Central
(joint station with LNER)..
Midland Railway L.T.& S. Section trespass notice dated June 1906. A. Dunbar. rear cover.
Class 5 No. 4918 on 12 coach up express at St Albans on 12 July 1947. Eric
Bruton. front cover
CR 0-6-0T No. 16153. inset front cover
Class 5 No. 44851 departing Gloucester Eastgate station with northbound
Pines Express on 9th May 1953. Eric Bruton, phot. 1.
Train formed from of Stanier Period 3 stock painted in carmine and
cream livery. Also BR Class 5 No. 73014 at head of slow passenger train..
Lane, Barry C. The inaugural 'Royal Scot'. 2-5.
The 10.00 departure from Euston for Scotland was named the Royal
Scot from 11 July 1927. It was timetabled as 'non-stop', but stopped
at Carnforth to change locomotives and footplate crews. This mainly pictorial
feature illustrates the activity at Carnforth on the initial day when the
down train arrived from Euston behind Claughton No. 5934 driven by Driver
G. Stone and fired by Firerman A. Young assisted by Precursor No. 5299
Vesuvius crewed by P.H. Hudson and J.W. Porter. There were nine carriages
for Glasgow and eight for Edinburgh. The whole departed for Symington behind
compounds Nos. 907 and 908 which worked through to Glasgow, leaving the Edinburgh
portion at Syminton which was worked forward by Dunalstair No. 14530 which
arrived 18 minutes early. Also depicts the up train at Carnforth arriving
behind compounds Nos. 904 and 901 with sixteen coaches and departing behind
George V No. 5384 S.R. Graves and Claughton No. 5956. The article
also includes briefer details of the stunt staged on 27 April 1928 when the
down Royal Scot was worked non-stop in two portions in a somewhat
feeble attempt to upstage the true non-stop working of the LNER Flying
Scotsman in the summer timetable of 1928. The locomotives involved were
No. 6113 Cameronian fitted with an ex-MR tender with extended coal
rails and 4P compound on the Edinburgh portion. Cameronian is illustrated
as fitted with the odd tender on an up working passing Preston.
Tatlow, Peter. LMS 36/50 ton steam break down cranes.
7-27.
Six cranes were ordered in 1930 from three suppliers under the supervision
of E.H. Lemon of the Outdoor Machionery Department. All were delivered in
1931. Three were supplied by Cowans Sheldon of Carlisle, two from Craven
Brothers of Manchester, and one of slightly lower capacity from Ransomes
& Rapier of Ipswich. All were constructed with relieving bogies as patented
by Sir Frederick William Stokes of Ransomes & Rapier in 1904. The Craven
cranes had articulated jibs which enabled them to negotiate sharp curves
(illustrated). Match wagons were constructed at Derby Carriage & Wagon
Works as Lot 600. These had small disc wheels. The five stronger cranes had
their capacity increased to 50 tons in 1937/8 and the Ransomes & Rapier
cranes (there was a similar ex-MR crane) to 40 tons. There are tables of
locomotive types which exceeded 60 tons weight at the end of 1930, and in
excess of 72 tons supplied between 1931 and 1938. The allocation of these
cranes is also recorded. A serious crane runaway which occurred at Griseburn
on 28 November 1948 is mentioned. Liveries are discussed. All are extant
on preserved railways. All are illustrated. Excellent Tatlow bibliography.
Specific illus.:
Motherwell crane re-railing CR Dunalastair II 4-4-0 No. 14330 during poison
gas attack exercise on Strathaven to Darvel line during WW2 p10.
RS1054/50 at St. Margaret's on 30 May 1966
Hughes 2-6-0 No. 13153 following collision near Tring attended
by Craven crane on 31 November 1931: see
letter from John Edgington in Issue 21 page 30 concerning date p.
16
Essery, Bob. Further information on the Claughtons.
28-34.
Addenda to George Toms and R.J.
Essery's The Claughton & Patriot 4-6-0s. in the form of letters
presented as facsimile reproductions from (1) C.J.B. Cooke to Sir Gilbert
Claughton on (a) written 8 February 1913 on the running of No. 2222 "incognito"
(the CME's own word), and photographs of it in this state taken at Stockport
and Manchester, and the intention to run the locomotive to Rugby and back
on the next day, and then run the locomotive with its name Sir Gilbert
Claughton; and (b) another letter to Sir Gilbert written on 7 October
1913 enclosing a comparative data on the Claughton and the Great Central
Railway's Sir Sam Fay. In both cases the letters are signed C.J.B.
Cooke; whilst (a) is headed C.J.B. Cooke whilst (b) is headed C.J. Bowen
Cooke. (2) a letter signed Geo. Huighes at Horwich to R.C. Irwin at
Euston concerning Performance of L.M.S.R. locomotives dated 16 March 1923.
The editor fails to note that Irwin was the Company Secretary and that Hughes
addressed him as "Dear Sir". The letter itself concerned a communication
from a "Mr Crebbin" who compared coal consumption by the Claughton class
with that of the Paris, Lyons and Mediterranean 4-6-2 locomotives. By skilled
manipulation of the data Hughes was able to claim (i) that the PLM data as
quoted by Crebbin were incorrect and (ii) that more recent fuel consumption
data for the Claughtons was far more acceptable. On the other hand Hughes
did consider the smokebox ash ejector to be potentally useful. (3) is an
unsigned copy of circular letter to the Locomotive and Electrical Committee
from Hy. Fowler dated 2 October 1929 and entitled "Chaughton" locomotives
requesting the Directors' sanction to rebuild two of the "Claughton" engines
as three cylinder enngines on similar lines to the "Royal Scot" and
the improved 5X boiler at an estimated total cost of £4,300. The interesting
letters were provided by Mr Pritchett. Illus.: No. 2204 Sir Herbert Walker
KCB without its cabside number plate c1926; No. 5915
Robert Guiness in LMS red livery p31 upper letter
in Issue 21 page 28 from Huw Edwards states
caption incorrect in suggesting cut-down boiler mountings: see this feature
page 33; No. 6004 Princess Louise with large boiler
31 lower: see letter from Stuart Rankin in Issue
20 page 66 who states location was Strathbungo
Albert Wilkinson suggests Brinklow as
does Julian Phillips in 21 page 29;
No. 5900 Sir Gilbert Claughton at Leicester at
head of down Thames Clyde Express on 4 August 1934 (see
in Issue 21 page 28 from Huw Edwards and
Patriot No. 5959 on down Welshman at Rugeley on 7 August 1932 (W.L.
Good).
Warburton, L.G. LMS signals No. 16 LMS Signal
and Telegraph staff in World War II. 35-51.
Begins with a table of Signal & Telegraph Department's staff divided
by year from 1938 to 1943 and further divided into male and female; wages
(Conciliation and artizan); salaried (clerical, technical aand supervisory).
Then noted the number of linemen? who were casulaties, commissioned and decorated
in the armed services. Also notes that military assistance was provided by
the Royal Engineers to assist in restoring services after bombing and to
provide telephone circuits on the former Highland Railway lines, from Perth
to Oban and with work at Dunragit near Stranraer. Air Raid Precautions applied
to standard ARP signal boxes designed to be capable of withstanding bomb
blasts; the illumination of signal boxes; the fitting of hoods to colour
light signals; the provision of steel shelters for signalmen. Major bomb
damage occurred at Shoeburyness on 18 August 1940; in the London Area on
7/8 September 1940; St Pancras Station on 16 October 1940; Birmingham New
Street on 16 October 1940; Coventry on 14/15 November 1940; Manchester on
22/23 December 1940 (which included destruction of Manchester Exchange Station);
12 and 15 December 1940 Sheffield; 20 to 23 December 1940 Liverpool Area;
15/16 January 1941 Derby Station; 16/17 January 1941 Avonmouth. There were
further damaging raids during 1941 including the devastation in the Greenock
area on 5 to 7 May. Notes on the provision of road transport; emergency measures
and major new works listed but not described in detail where colour light
signalling was introduced at Rugby, Crewe, Wigan and from Camden to Sudbury.
Reproduces rather dreadful letter from the Board to their Majesties the King
and Queen. Illus.: LMS Drawing No. 43037 (plan and elevation of ARP signal
box); Carlisle No, 12 ARP signal box; steel shelter in Watford No. 1 signal
box; LMS Drawing MD39489 extended hood for colour light signal; reconstructed
New Street No. 5; damage to and reconstruction of Sheffield South signal
boxes; Fordson van; mobile workshop; mobile canteen; use of former locomotive
boiler tube as tubular post at Kentish Town on 17 May 1940; damage at Vauxhall
and Duddeston station on 1 November 1940 and at Highbury and Islington station.
See also letter from Keith Miles in Issue 21
page 29 with additional information on protection of signal boxes,.
Turton, Keith. Coal traffic in the Birmingham Area. Part 1 –
introduction. 52-63.
Cites R.E. Shill's Industrial railways of the West Midlands
(1992) and Midland Record No. 5 and No. 20 for Midland Railway coal
traffic. During the 1930s the LMS conveyed around three million tons of gas
coal per annum, and also conveyed some of the output output of coke, tar,
pitch, sulphuric acid, creosote and other chemicals. Canal barges were still
involved, but most of the gas coal required to be carried long distances
off the canal network: South Yorkshire, Nottinghamshire, Derbyshire and North
Wales. Other gasworks in the Area included those at Bilston, the Cannock,
Hednesford & District Gas Co., Chasetown, Coventry, Dudley and Brierly
Hill, Kidderminster, Leamington Priors Gas Co. (some incoming coal for which
was routed via the LNER to Banbury), Lichfield, Nuneaton (owned Butterly
Co.), Redditch, Rowley Regis, Smethwick, Stourport, Stourbridge, Tamworth,
Tipton, Walsall, Warwick, West Bromwich, Willenhall, and Wolverhampton. The
Wath Main Colliery records have given details of some of the shipments. Mond
Industrial Gas was produced at Tipton and Nechells, but these plants could
use any form of coal. The City of Birmingham's sources for its vast coal
consumption in 1933 are listed: these include collieries, factors and
contractors. The production of electricity was simpler in terms of coal
consumption as any coal could be used and there was a preference for local
sources: Hamstead Colliery being the major source. Much coal was conveyed
by canal to Hamms Hall and Nechells generating stations At this time Birmingham
consumed about 600,000 tons of coal in electricity generation. Other electricity
generators also tended to be located on canals: these included the West Midlands
Joint Electricity Authority, Wolverhampton and Coventry Waterworks were also
significant coal consumers. In 1934 Birmingham Corporation began to centralise
its coal purchases. The quality of coal supplied was a frequent source for
dispute. Illus.: Wilsoon, Carter & Pearson Ltd coke sale contract of
1939; LNWR 0-8-0 on coal train at Dudley Junction p. 54-5:
location was Blowers Green (line to left was Bumble Hole to Old Hill:
see letters from L. Brownhill
and John Edgington in Issue 21 page 30;
Mond Industrial Gas plant at Tipton with outside-cylinder 0-4-0ST Lance
and two T.L. Hale of Tipton coke wagons; LNWR 0-8-2T No. 7865 in Bescot
Yard; Butterley Co. bottom-emptying 12 ton wagon of 1937
p.60 Don Rowland (letter 21 page 29)
argues that wagon belonged to Fox of Derby; and steel 20 ton CEGB wagon intended
for supplies to Ironbridge power station..
Jackson, Jim. Experiences of an engineman on the LT&SR during
the last years of steam. 64-71.
Very young driver on Eastern Region who started his footplate career
at Newark and then moved to Doncaster and from thence to Tilbury as a driver
aged 26 just before electrification. He worked passenger trains with the
BR Standard 80XXX, Fairburn and Stanier three-cylinder 2-6-4Ts, as well as
works trains for the elctrification works His anecdotes include allowing
the boiler to become overfull at Fenchurch Street, and the deaths of permanent
way workers through being rundown. Illus.: mostly by H.B. Priestley: 80073
departing Fenchurch Street on 19 April 1959; 3-cylinder 2-6-4T No. 42512
departing Fenchurch Street on 21 June 1958; Fairburn 2-6-4T No. 42220 stopping
at Barking on Saturdays Only 14.10 Fenchurch Street to Thorpe Bay on 7 March
1959; 4F 0-6-0 No. 44228 rushing past Tilbury Town on Swedish Lloyd boat
train on 21 June 1958; 80101 entering Tilbury Riverside; Tilbury shed yard
on 21 June 1958 with 80080 and LTSR 0-6-2T No. 41981; stored 4-4-2Ts Nos.
41945, 41941, 41928, 41946 and 41939 at Tilbury engine shed on 15 March 1958;
and Driver Jim Jackson photographed in cab by his fireman Maurice
Edmunds.
LMS Territory [ex-NLR 0-6-0T passing Bow Road]. 72.
Illustration and old former MR map which shows the various spurs (and
several Bow Road stations) which enabled freight to be worked off the LTSR
section through to Chalk Farm. See letters from
Peter J. Wilde and Reg Davies in Issue 21
page 28 which indicates that train is going towards Chalk Farm, not coming
from it and further information about local whistle codes, local headlamp
codes and observations on fogman's hut and miniature signals.
John Edgington (Issue 21 page 30) notes
combination of LNWR lining and LMS number and Trip number 49.
Twells, Nelson. Wartime ambulances: a donation from two American railway
companies. 73-4.
Three Chevrolet ambulances were handed over at a ceremony at Euston
station on 24 July 1941. Mrs Somerville-Smith, representative in Britain
of the British-American Ambulance Corps handed the ambulances over to
Sir Thomas Royden, Chairman of
the LMS. It is argued that the gifts stemmed from the LMS involvement in
locomotive tours by the Royal Scot locomotive and by the Coronation Scot
train. The American companies were the Central Railroad of New Jersey, the
Reading Railroad and the Baltimore & Ohio Railroad. Two of the illustrations
are from plates or negatives, but two (including one of the presentation)
are from poor quality publications.
Burgess, Neil. A tour of inspection over the Somerset
& Dorset Line. 75-80.
The only facts unearthed are: (1) the date of 15 July 1936;
(2) the itinerary and its approximate timing, and (3) the composition of
the party. All the remainder: saloon and motive power are surmise, and may
be incorrect as the senior member was the Chairman of the Southern Railway
(Robert Holland-Martin) and
he was accompanied by another Director,
Lord Clinton, and the Company
Civil Engineer G. Ellson. In comparison
the LMS party was rather lower key, albeit it did include two directors:
Sir Alan G. Anderson and
Major Sir Ralph Glyn. Thus, it
is at least probable that a Southern Region saloon was used especially as
its arrival at Bournemouth was in time for a fast return to Waterloo. The
other railway officers in the party were H.V. Mosley, Chief Executive Officer
New Works and S.B. Carter, Outdoor Superintendent of the LMS and W.H. Short,
Divisional Engineer of the Southern Railway. Amongst locations inspected
were connections to dairies at Bason Bridge and Bailey Gate, and the new
station buildings at Templecombe. Burgess has also written in
LMS Journal No. 6 on LMS attempts to
rationalize activities on the SDJR Illus.: 2P No. 418 hauling saloon No.
45016 near Churchdown in late LMS period; M45016M at St. Pancras on 12 May
1959; 2P on Bath-bound lopcal passenger train formed of LSWR stock passing
SDJR freight where SDJR crossed GWR near Cole; large-boiler 7F 2-8-0 No.
53807 on down freight at Shepton Mallet (1950-4 period); 2P No. 629 with
LSWR corridor set and two milk tanks south of Templecombe..
Notice: Castle Bromwich: British Industries Fair, 10 May
1950. Eric Bruton. rear cover.
Sign in French, German and Italian: see
21 page 30 letter from John Edgington:concerning colours.
Fowler 2-6-4T No. 2372 leaving Chee Tor No. 1 Tunnel between Millers Dale
and Buxton with passenger train. front cover
LYR 0-6-0 rebuilt with Belpaire boiler No. 12110. rear cover lower.
Hunt, David and Essery, Bob. The Lickey Incline,
its locomotives and operation. Part 1 – The incline. 2-19.
The 1 in 37.7 incline was located on the otherwise easily graded
Birmingham & Gloucester Railway and owed much to
Captain William Scarth Moorsom who
both influenced the nature of the line (its avoidance of several major centres
near to its route), the incline itself, and the selection of the early motive
power. The line opened in stages with the incline coming into use on 17 September
1840. The Bristol & Gloucester Railway opened in 1844, but this was a
broad gauge line and the exchange of traffic at Gloucester was impeded by
the break of gauge. In 1845 both companies were amalgamated to form part
of the Midland Railway. The authors quote altitudes from the Midland Railway
1902 Gradient Sections book which as usual with that railway's misuse statistics:
"the overall climb therefore being 307.31 feet": such precision must have
demanded ballast packing every few seconds to allow for rail wear. The incline
itself is described almost on an inch by inch basis. To increase capacity
on this hill the LMS an intermediate block signalling using a colour light
signals in July 1930: these were semi-automatic under the control of the
signalman at Blackwell to ensure that freight trains were not halted whilst
ascending.
Essery, Terry. How it was done Part 5. Widening experience in the
Control Link. 20-9.
Young firemen at Saltley tended to be introduced to firing on the
saturated 3F 0-6-0s which were simple to fire. The superheated 4F class were
more demanding. The difficulties which might be experience are illustrated
by a description of working from Duddeston Road up to King's Heath and thence
on to Barnt Green. Working in the Control Link meant that the state of the
firebox depended upon an earlier crew and there was relatively little time
available to bring the fire up to condition. One complication was that blowing
off was discouraged at Duddestone Road. Includes the difficulty of working
down the Lickey Incline: the number of wagons with brakes pinned down
had to be balanced against the effete power available on a 4F 0-6-0. The
braking ability was dependent to a great extent on the steam brakes on the
locomotive and these in turn depended on the boiler pressure. Sandiing had
to be applied if rail conditions were poor. Halting at the water column at
Bromsgrove was diifficult as the gradient eased and the load became
greater.
Essery, Bob. LMS head, side and tail lamps.
20-40.
At the Grouping, and following from Midland Railway practice, all
trains were required to display tail and side lights. The only exceptions
appear to have been electric trains, rail motors and motor trains which did
not require side lights. At some not defined date herein, passenger trains
and the fully fitted freight trains were exempted from the side lights. The
most interesting photographs show LMS vestibule brake third No. 638 with
a built in side light which may have been illuminated by electricity (but
this is not certain) and MR brake third No. D503 which was gas-lit and also
had a built-in side light, but this was presumably lit by paraffin. There
are diagrams for standard tail and side lamps and engine head lamps. See
also letters from Donald Rowland in Issue 20 page 66
concerning the paining of tail lamps white; the confusion where pilot engines
frequently failed to carry a white tail lamp alongside a black healamp; and
the LNER dispensed with side lamps on passenger trains in 1932.
Mick Nicholson notes the LNER dispensed with side
lamps on passenger trains from 6 May 1924 (LNER circular 0.7945) and
on fully-fitted freight trains circa 1932,. .
Hunt, David. Further information on LMS Locomotive Profiles. 40-1.
LMS Locomotive Profile No.
1: further information from Tony Gillett on locomotives
fitted with roller bearings on inside big end: these were 46120; 46125; 46128;
46129; 46134; 46136; 46163 and 46169.
LMS Locomotive Profile No. 4:
further information from E. Padfield who worked at Camden mpd stated that
fire hole flap is not shown on drawing on page 67 (Hunt response that drawings
show Nos. 6203-6212 in as built condition).
LMS Profile No. 6. Part 2 notes
that tenders fitted with roller bearings could be either Timken or SKF bearings..
Also suggestion of "blue liveried class 5 (KPJ: must have been the one in
malachite green"). Pictorial
Supplement to LMS Profile No. 6: lever described in captions on paages
10, 39, 52 and 60 as actuating rocking firegrate were in fact scale cock
levers and operated the blowdown valve (contributed by E. Padfield).
LMS Profile No. 7:front cover
features an 8F! Picture on p. 25 taken at Birmingham New Street (John Edgington)
.
Miles, Keith. In a foreign field [Glasgow & South Western Railway
0-6-2Ts on Midland and Western Divisions]. 42-6.
Peter Drummond design intended for work in the Ayrshire coalfield.
R.H. Whitelegg slightly modified the design for a further batch in 1919.
Several were allocated to Toton in the 1930s alongside the Delley 0-6-4Ts.
Nos. 16913 and 16920 were at Wellingborogh in 1937. George Bushell noted
them in his LMS footplate memories and LMS locomotives from the
footplate and noted their commodious cabs, their seat boxes and steam
reversers (which were mainly poorly maintained). They worked at Henlow Sidings.
No. 16904 with 16908 from Ayr were sold to Ashington Colliery in 1937 to
become their Numbers 1 and 2. Novel features (which were also evident in
the Austrian Goods 2-6-0s were fusible plugs in the fireboxes and slacking
pipes. No. 16920 was at Kettering (information from Bryan Benford) . SDJR
Sentinel No. 7191 was also sent to Kettering where it was disliked by the
men as it could be single-manned off the mainline. The drivers on the Sentinels
were paid at a lower rate. Thorley's Breath
of steam noted that he was frequently fitting replacement firehole
doors due to probable sabotage by the footplatemen. Illus.: 16911 at Barrow
in 1935; 16904 at Toton c1936 (A.G. Ellis); 16926 at Stourton c1936; 16902
at Blair Atholl in 1937; 16913 at Wellingborough c1937; 16920 at unknown
location; 47191 at Gloucester in June 1962, and SDJR No. 191 and 0-6-0ST
No. 7 at Radstock on 21 May 1929 (H.C. Casserley).
Warburton, I.G. LMS signals. No. 17 – An
introduction to colour light and power signalling. 47-61.
Succinct listing of colour light signalling: "The case for colour
light signalling is very strong". Track circuiting was simple to link to
colour light signals, and both were applied on tube railways and then on
the Liverpool Overhead Railway in April 1921. There were problems in signalling
innovation in that there was a division of responsibilities between the civil
and electrical engineers. The first three aspect colour light installation
was between the approach to Marylebone and Neasden: this was implemented
in April 1923. Four aspect signals were introduced on the Southern Railway
between Holborn Viaduct and Elephant & Castle in 1926. The first LMS
installation was at Manchester Exchange and Victoria in 1929. Some semaphore
signals were illuminated by electricity using Corning Lebby Lens to give
intensified lighting. The Southern made extensive use of four aspect signalling
and Bound introduced five aspect signals in the Mirfield area.
Position lights were used for ground signals, initially in Cape Town in 1928
then between York and Northalleron in 1932, but Col. Mount did not like them.
Illus. page 30 upper: interior of Whitechapel signal box Great Eastern Railway:
see letter from Mick Nicholson in Issue 20 page 66
who corrects caption to note that interlocking was not of tappet type, but
was Hamby's Cross Locking invented by James T. Hamby; Nicholson also corrects
date listed in table (page 60) for Hull Paragon installation: should have
been 24 April 1938.See letter from John Francis
in Issue 21 page 30 concerning Plates 6 and 7 (page 51) which states
that upper was N style frame as used on London Transport and lower is L type
frame only used by London Transport at Wembley Park. ; .
LMS territory; [Barnt Green station in 1949]. J.H. Moss (phot.). 62.
Looking towards Blackwell.
Miles, Keith. Through the carriage window. 63-5.
The Ovaltine factory at King's Langley, the new station at Apsley
built to serve John Dickinson's paper mills, and Uncle Joe's Mint Balls at
Wigan which leads to an anecdote from Michael Burke in Signalman (Bradford
Barton) concerning Freddy Bordell, a signal lineman who consumed these mint
confections when repairing the mechanical signalling in the Miles Platting
area of Manchester.
Jenkins, Stanley C. The Portpatrick & Wigtownshire Joint Line.
66-73.
Railway development began with the Castle Douglas & Dumfries Railway
which was sanctioned on 21 July 1856 and opened on 7 November 1859. On 1
August 1861 the Kirkcudbright Railway was sanctioned and opened to freight
traffic on 17 February 1864. These railways werre amalgamated into the GSWR
in 1865. Donaghadee is clearly visible from Portpatrick and was the route
selected for some early Admiralty mail services: in 1857 the Portpatrick
Railway Company was incorporated to connect Castle Douglas with Portpatrick.
Financial contributors included the Lancaster & Carlisle, Glasgow &
South Western, and (on a smaller scale) Belfast & County Down Railways.
The line opened to Stranraer on 11 March 1861 and to Portpatrick on 28 August
1862. The Portpatrick sailings were not successful and an a short branch
to Stranraer Harbour enabled ferries to operate from there. In 1864 the
Portpatrick Railway directors struck a deal with the Caledonian Railway to
operate the line. The Wigtownshire Railway was incorporated on 18 July 1872
and opened between Newton Srewart and Wigtown on 5 April 1875 being worked
by Thomas Wheatley. The line was extended to Garlieston and Whithornin 1876/7.
Very brief details are given of the locomotive stock. The Portpatrick &
Wigtownshire Railways Joint Committe was formed in 1885 and the linnes were
jointly owned by the Midland, Caledonian, LNWR and GSWR: the Kirkcudbright
line remained outwith this joint operation. During the 1890s there was talk
of an Irish Tunnel, but the only source noted by the author was the
Oxfordshire Weekly News.This part concludes with a description of
the not very generous train services provided (very few trains other than
those connecting with boats) and the motive power employed. There was a serious
accident on the Ken Viaduct on 30 December 1935. .
Tatlow, Peter. Passengers travelling by freight train. 74-6.
Letter from District Traffic Superintendent Inverness dated 21 Mrch
1971 concerning travel in freight brake vans. Also assorted LMS and British
Transport Commission tickets for travel, including priinted tickets for Plockton
to Kyle of Lochalsh journeys. Illus. of Highland Railway brake van LMS vehicle
No. 294071.
LMS times [correspondence]. 77-80.
LMS Journal No. 11.
Editor.
Expression "hopping the twig": Peter Kibble stated that in London
it implies everything is alright.
LMS Journal No. 15. Keith
Turton
The MR had running powere over the LDECR as far as Ollerton and these
were used for workmen's trains. The Mansfiled Railway was the protegy of
the Bolsover Colliery Co. and was intended in assisting the despatch of its
coal to Immingham via the Great Central Railway.
LMS Journal No. 15. R.J.
Longworth
Letter gives key to the splitting distants formerly at Winwick Quay
as displayed on rear cover
LMS Journal No. 15. Stephen
Summerson
The superb Class 3 2-6-2Ts did not work on the Midland Division: they
dominated the inner suburban service from St Albans into Moorgate, for which
they were fitted with condensing apparatus.
LMS Journal No. 15. Arnold
Tortorella
The Glasgow Herald for 28 May 1931 announced accelerated and
additional summer services from 20 July: these included improvements to The
Royal Highlander and the inclusion of a stop at Sheffield on the up morning
train from Glasgow St Enoch to St Pancras.
LMS Journal No. 16. M.A. Elston
See page 17 photograph of No. 6113 Cameronian
fitted with modified tender: the modified tender
had been fitted to enable the LMS to operate a stunt version of the Royal
Scot non-stop from Euston to Glasgow on Friday 27 April 1928 in an attempt
to upstage the start of the LNER non-stop Flying Scotsman on 30 April.
The stunt Royal Scot also included a separate non-stop Edinburgh
"portion": this was hauled by a 4P compound No. 1054. The picture does not
show the "non-stop", but a normal up express south of the Metropolitan &
LNER overbridge near Kenton.. .
LMS Journal No. 16. Martin
Higginson.
See page 17 photograph of No. 6113 Cameronian
fitted with modified tender: The picture does not show
the "non-stop", but a normal up express south of the Metropolitan & LNER
overbridge near Kenton.. .
LMS Journal No. 16. Nelson Twells. 77-9
See page 17 photograph of No. 6113 Cameronian
fitted with modified tender: the modified tender
had been fitted to enable the LMS to operate a stunt version of the Royal
Scot non-stop from Euston to Glasgow on Friday 27 April 1928 in an attempt
to upstage the start of the LNER non-stop Flying Scotsman on 30 April.
The stunt Royal Scot also included a separate non-stop Edinburgh
"portion": this was hauled by a 4P compound No. 1054. The picture does not
show the "non-stop", but a normal up express south of the Metropolitan &
LNER overbridge near Kenton. This information is augmented by a repeated
printing of the picture, plus a facsimile letter which had requested the
work (Order No. 7050 dated 5 January 1928 signed Lynes, Works Superintendent,
Derby to modify three redundant tenders from the 990 class) and a picture
of Compound No. 1053 running with a modified tender.... .
LMS Journal No. 16. Stephen Summerson. 79
See page 17 photograph of No. 6113 Cameronian
fitted with modified tender: sets date for photograph to between April
1928 and August 1929. Sadly this letter also marked the death of the Author
and historian of Midland Railway locomotives. The letter summarises the
subsequent history of the modified tenders and notes that they wre designed
to accommodate 9 tons of coal when modified.
LMS Journal No. 16. James Baxendale. 80
See page 38 et seq: the infrastructure at Northampton
Castle could not accommodate the huge LNER O2 class of 2-8-0s and WD 2-8-0s
were normally used as these were intended for use on roughly constructed
railways. See also further letter in Issue 20 page 66
from Barry Taylor on the operating difficulties caused by the massive
Gresley O2 class locomotives.
LMS Journal No. 16. Mick Nicholson.
See page 22: further information on the Economical
Facing Point Lock: which Nicholson assumed applied to the Prince and Langley
lock adopted by the Midland Railway. EFPL were also used to a lesser extent
by other companies, notably by signalling contractors: The Hull & Barnsley
Railway EFPLs worked by Saxby & Farmer frames and the North Eastern Railway
worked EFPLs from McKenzie & Holland locking frames.
LMS Journal No. 16. Peter Tatlow
See page 23: A.F. Bound was a GCR man, not GNR,
prior to the Grouping: cites A.A. MacLean's A pictorial record of LNER
constituent signalling (OPC, 1983).
LMS Journal No. 16. Jim Jackson
Photograph of Fiskerton Junction (page 63) with
8F standing on curve with double-headed Lincoln to Birmingham express (caption
stated "London" to Birmingham:
LMS Journal No. 17. Richard White
See photograph of No. 14412 Ben Avon
published with incorrect caption: actual location was between Dingwall
and Fodderty Junction: considers that photograph may have been taken by E.D.
Stephen or his brother W.D.M. Stephen
LMS Journal No. 17. Editor
See photograph of No. 14412 Ben Avon
published with wildly incorrect caption within feature on Highland Railway
Society: The apparently odd behaviour of banking on level track is explained.
Train was for Kyle of Lochalsh in about 1928 and trains were banked from
Dingwall past Fodderty Junction (where Strathpeffer branch diverged) and
up the steep incline to Raven's Rock. Between Dingwall and Achterneed the
banking locomotive was coupled to the train, beyond there it was uncoupled
and a banking key was provided and the train descended to Garve.
Cites feature in Backtrack, 1992,
10, 692 by Peter Tatlow.
See also picture on page 59: notes that John Edgington
had informed him that location was view from LNWR bridge at Washwood Heath
looking north with line to Metro Cammel works on the right.
LMS Journal No. 17. Jim Jackson
Photograph of Fiskerton Junction (page 63) with
8F standing on curve with double-headed Lincoln to Birmingham express (caption
stated "London" to Birmingham:
LMS Journal No. 17. John Hulme.
See article beginning page 72: on page 73 the
reference to Hibel Road should have been to Macclesfield Central (joint station
with LNER)..
LMS Journal No. 17. Mick Nicholson.
See page 16: notes that telegraphese still used,
notable Cape for cancelled trains: Last telegraph circuit was from Newark
South to Doncaster telegraph office which lasted until 18 October 1976
PASSENGERS MUST CROSS THE LINE BY THE SUBWAY. Malcolm Cross. rear cover
Not known where, not known when.
Unrebuilt Royal Scot class No. 6125 3rd Carbineer with Stanier tender.
front cover
Former GSWR 0-6-2T No. 16902. front cover lower
The LMS in Wartime 1939-1942. 2-19.
Based upon an LMS internal document, but as is all too frequent with
this mag the original document is not fully identified, nor is it dated.
Topics covered include locomotive requistions by the War Department and the
Company's response: Sir William Wood chided the Government for "treating
locomotives as things on the shelf for sale and delivery at two day's notice".
The military was especially eager to obtain diesel locomotives and some of
thse were constructed for government service in the Middle East. In September
1941 there was an urgent need for 8F class locomotives to work on the Iranian
Railways: these had to be modified for oil-burning prior to shipment..The
illustrations only relate obliquely to the text, and the picture research
is poor. The LMS borrowed locomotives from the Southern Railway: there is
an illustration of F1 4-4-0 No. 1060 at Buxton Midland possibly with an
inspection saloon. One of the D1 0-4-2Ts reached Wick. Many condemned locomotives
were returned to service. Increased locomotive utilisation was achieved by
extending the periods between examinations, improvements at motive power
depots, and using locomotives of reduced power capacity. Passenger services
were reduced and decelerated. On the LT&S section the 2-6-4Ts were displaced
for freight work elsewhere and the remaining services were operated by 4-4-2Ts.
Agreements between the LMS and the GWR and LNER enabled the locomotives of
all companies to be used more fully. There were attempts to reduce locomotive
repairs and fuel consumption, although the poor quality of coal was a serious
problem. Arrangements were made for breakdown cranes to be used on a strategic
basis.
Cox, E.S. Memorandum to S.J. Symes. 20-3.
This is a facsimile reproduction of a typewritten document entitled
Standard 2-6-4 tank engines and "Precursor" tank engines on Watford and
Tring residential services dated 9 November 1932 from the Chief
Mechanical Engineer's Office at Euston. The document is indicative that
typewriter maintenance was less than perfect, although its cleanliness cannot
be faulted. The 2-6-4Ts consumed nearly 43 lbs of coal per mile as against
54 lbs for the LNWR locomotives: a 20% saving. Maintenance costs were lower
for the newer engines by about 15%. Timekeeping was greatly improved with
the new engines. Footplate observations indicated that the 2-6-4Ts were smooth
running, achieved rapid acceleration, but were draughty when running
bunker-first. The 4-4-2Ts were rough, sluggish and difficult to fire. The
2-6-4Ts were not immune from faults: the leading side rod crank pin bush
was of the split brass and cotter type and the white metal was squeezed out,
the bearings on the pony trucks and bogies tended to run warm through the
neglect of enginemen to lubricate them and water tended to enter the latter;
springs break and shift in the buckle; exhaust injectors were difficult to
switch to live steam; and there were loose buffers. Caption to illus. of
No. 2307 notes that enginemen tended to favour the parallel boiler over the
taper boiler versions of the 2-6-4Ts..
Warburton, I.G. LMS signals No. 18 – Bow
Road to Barking: two-aspect colour light LMS 1928 resignalling scheme.
24-34.
This signalling applied only to the electrified lines operated by
District (Metropolitan District Railway) line trains on what were essentially
their own tracks. The services from Fenchurch Street retained their mechanical
signalling. One of the difficulties in the new system is that some steam,
mainly freight, services had to be accommodated on the electric tracks and
the signalling had to be adjustable to accept this type of working, otherwise
it was essentially automatic.Includes short biographies of George Holt and
W. John Sadler. Most of the illus. are from either contemporary Railway
Gazette or Modern Transport publications (the latter suffer from
low resolution).
Twells, Nelson. LMS Air Raid Precaution Unit Mobile Gas Decontamination
Unit. 35.
Two former LNWR vehicles were modified at Wolverton to act as a "mobile
classroom" and as a gas decontamination unit. The former could sit 30 and
was intended to demonstrate how safety equipment should be donned. The latter
was intended to decontaminate those who had been involved in a gas attack.
Both were painted yellow. They were described in LMS Magazine, 1938 January.
The illus. show a guard wearing a gas mask and cheerfully waiving his flag
for departure and the interior of the decontamination unit (KPJ remembers
seeing this view many times: perhaps it is in Rly Mag.).
Wilde, Peter J. Schooldays at Upminster in the 1930s. 36-40.
Travel between Upminster and Brentwood via Romford. In the beginning
all services on the LT&S Section were still powered by 4-4-2Ts as the
three-cylinder 2-6-4Ts were not introduced until 1935. The Romford branch
was operated by Johnson 0-4-4Ts with three-coach push & pull sets. Services
to Grays were operated by the older and smaller LTSR 4-4-2Ts. Following WW2
the writer was a regular traveller bewteen Upminster and Bedford and records
of some of these journeys are included. Specific illustartions:
4-4-2T No. 2111 on through train from District Line at Westcliff p. 38
0-6-2T No. 2224 on freight at Plaistow on 6 April 1934 p. 39u
Compound No. 1091 arriving St Pancras on 20 June 1947 (not
departing see letter 21 page 30 from Arthur
B. Turner p.39 lower.
Tatlow, Peter. LMS non-passenger coaching stock. 41-51.
Returns to T.W. (Smokey) Bourne's LMS Society grey literature and
updates it. There is a table of NPCS stock taken over from the constituent
companies and this is broken down into: Post Office vehicles (not considered
herein), luggage/parcels/brake vans, carriage trucks, horse boxes and
miscellaneous. The LNWR was the dominant contributor in all categories.
Furthermore, the LNWR had organized services of horse and carriage trains
over all its mainline routes, whereas the Midland tended to add such vehicles
to passenger trains. Along with the other members of the Big Four the LMS
developed the transport of milk in insulated tanks from the late 1920s onwards.
Initially some four-wheel tanks were constructed, but these were unstable
and were replaced by six-wheel vehicles. Brief mention is made of LMS fish
vans, but most attentiuon is paid to what have come to be considered as parcels
vans, some of which were fitted with stoves so that they could be used as
brake vans. Special traffics included turing theatrical companies. The text
notes a night flower train from Norwich to Birmingham (presumably this was
from Norwich City and over the MGNJR)
Hunt, David and Essery, Bob. The Lickey Incline,
its locomotives and operation. Part 2 – the early bankers.
52-65.
This overlaps with Midland
Record.Supplement No. 1: American locomotives of the Midland Railway.
This includes the Norris 4-2-0s and the involvement of Moorsom in their purchase.
It is noted that there is no evidence for Moorsom actually visiting America:
negotiations were probably with William Gwynne, Norris's agent in England.
The Norris locomotives were inadequate even the 'A Extras': 13
Philadelphia, 14 Boston and 21 William Gwynne. Their
adhsive weight was only 9 tons. The copper tubes were designed to burn wood
and suffered severe wear when burning coke. Two further Norris locomotives
were acquired: 31 Niagara and 32 New York. They had rudimentary
wash-out plugs and the Locomotive Superintendent, William Crewze was fatally
scalded when one failed. The previous Locomotive Superintendent, Joseph
Rutherford, had been killed in a boiler explosion. G.D. Bischopp, the Chief
Draughtsman at Bromsgrove took over until McConnell took charge. McConnell
rebuilt Philadelphia as a saddle tank and in this form it was capable
of hauling 90 tons up the Incline. Boston and William Gwynne
were similarly rebuilt in 1848. McConnell also devised a slip-coupling. Two
Jones & Potts long boiler 0-6-0s 36 Bristol and 37 Hercules
were used as bankers. McConnell's Great Britain was a powerful 0-6-0ST
constructed at Bromsgrove in 1845. This had outside 18 x 26in cylinders and
probably operated at 100 psi. It could haul 135 tons up the Incline at 10
mile/h or 148 tons at 8 mile/h. Robert Stephenson WN 601 and 602 of 1847
were modified for banking, but were troublesome: these became MR Nos. 200
and 201 (215 and 216 from 1851). Kitson, Thompson & Hewitson 0-6-0s of
1848 were reconstructed as well tanks in 1857 and received the numbers 224
and 225.Specific illustrations:
two 7ft 6in singles (No. 648 leading) near Blackwell c1910
(descending incline: see letter from John S.
Dales, Issue 21 page 30) not ascending p. 61..
LMS Times [correspondence]. 66
LMS Journal Nos. 1 & 12. Geoffrey M.
Kerr.
See articles on locomotive allocations by William Dunn in
Issues 1 page 44 and 12 page
23, and in particular the activities of the former LNWR eight-coupled
tank engines. Notes that No. 7953 (0-8-4T) was evaluated as a banking engine
on the Lickey Incline, but may have failed due to lack of cooperation from
Bromsgrove enginemen (argues that same fate befell GWR 2-8-0T No. 5226 which
appeared to be successful as a banker). Refers to a banking accident on
the Abergavenny to Merthyr section mentioned in
J.M. Dunn's Reflections on a
railway career Notes that 0-8-2T No. 7885 was tried on banking duties
at Copy Pit.
LMS Journal No. 18. Stuart Rankin.
See Issue 18 page 31 lower: location was
Strathbungo: writer was rightly chuffed at Claughton No. 6004 worked through
to Glasgow [KPJ would like to see it passing through
Saddleworth].
LMS Journal No. 19. Donald Rowland.
See feature on lamps on page 20: concerning the
painting of tail lamps white; the confusion where pilot engines frequently
failed to carry a white tail lamp alongside a black headlamp; and the LNER
dispensed with side lamps on passenger trains in 1932. .
LMS Journal No. 19. Mick Nicholson.
See feature on lamps on page 20: the LNER dispensed
with side lamps on passenger trains from 6 May 1924 (LNER circular
0.7945) and on fully-fitted freight trains circa 1932. See
also feature on colour light signalling (where LMS hardly shone) on page
47: Whitechapel signal box Great Eastern Railway:corrects caption
inforemation to note that interlocking was not of tappet type, but was Hamby's
Cross Locking invented by James T. Hamby (US Patent No.406,212 of 2 July
1889); Nicholson also corrects date listed in table (page 60) for Hull Paragon
installation: should have been 24 April 1938 See
further letter from Don Rowland on page 30 of Issue 21..
LMS Journal No. 19. Barry Taylor.
See letter from James Baxendale in Issue 19 page
80 on the massive operating difficulties caused by the massive Gresley
O2 class locomotives at Northampton Castle's narrow slits which served as
platform roads. Also lists WD 2-8-0s which were allocated to
Northampton...
Jenkins, Stanley C. The Portpatrick & Wigtownshire Joint Line.
Part 2. 67-80.
Stations illustrated: Castle Douglas, Crossmichael, New Galloway,
Loch Skerrow (signal box), Gatehouse of Fleet, Palnue, Newton Stewart, Kirkcowan,
Glenluce, Dunragit, Stranraer Town, Stranraer Harbour and Portpatrick.
Coal engine No. 8290 running tender-first near Garstang with
a stopping freight. rear cover
See also letter from Don Rowland in Issue
21 page 30: comment on brake pipe on tender
No. 6112 Sherwood Forester on down Mid Day Scot near Lichfield
on 14 July 1928. Front cover
Rather more of remarkably similar picture also
reproduced on page 73 upper.
No. 17018 (former CR 0-4-2 No. 275/1275 built Dubs in 1881) at Dundee on
29 May 1930. Front cover lower
Map. inside front cover
Undated, but some cartographic liberties taken to show Swansea,
Southampton and Bournemouth as part of the system.
Coal engine No. 8234 at Wolverhampton High Level. 1
Editorial. Bob Essery. 1
Explanation of 85th Anniversary and involvement of LMS Society
members.
Robertson, Steven. The London Midland & Scottish Railway. 2-5.
A list of the constituent and subsidiary companies and joint railways
accompanied by Ian Allan ABC type photographs of inherited motive
power.
Norton, D.J. (phot.) and Essery, Bob. Wolverhampton High Level.
6-19.
Photographs taken long after LMS period.
Page 7: appreciation by
son of D.J. Norton.
Turton, Keith. Wartime wagon pooling and one
dissident. 20-31.
During WW2 pooling was instituted for the transport of coal, but one
coal factor, Frederick Fox, sought to exempt his business from pooling and
this eventually led to court case against him at the Royal Courts of Justice
wherein the plaintiffs were the LMS, the GWR and the Railway Executive as
represented by Sir Ralph Wedgwood, Sir James Milne, O.V.S. Bulleid, Charles
Henry Newton, Sir William Valentine Wood, Lord Ashfield and Eustace James
Missenden. Needless to say Fox was out-foxed by such a galaxy, but much
interesting informatiion emerged. The basis for Fox's claim was that he had
ordered a fleet of 20-ton hopper wagons to convey coal from a limited number
of collieries to specific electricity generating stations. By 1942 Fox's
business had reached 1.5 tons. Included amongst Fox's customers were the
Derbyshire & Nottinghamshire Electric Light and Power Company. He also
sold the idea to the British Celanese Corporation which consumed 600 tons
per day. See also letter from author in Issue
21 page 31: reference to Mapperly should be to Manners Colliery.
Graham Warburton (letter Issue 21 page 31)
notes Minute 4500 of 24 September 1942 refering to report by Chief Legal
Adviser in favour of GWR and members of Railway Executive Committee in action
against Fox.
'Lest we forget' [LMS War Memorial at Euston]. 32
Tatlow, Peter. 4-6-0 locomotives on the LMS Northern Division.
33-61.
The 4-6-0s of the Highland, Caledonian and Glasgow & South Western
Railways were examined in turn. Table 2 lists performance in 1934 of extant
Scottish 4-6-0 locomotives and the Royal Scot class in terms of mileage,
coal consumption and repair costs. Table 3 lists LMS including Scottish loading
gauges, and Table 4 lists turntables enlarged.
Illus.: p.33 Cumming goods 4-6-0 No.17956 and No. 14399 Ben
Wyvis near Clachnaharry on 08.50 ex-Wick in August 1939 with TPO
vehicle at front: see letter from Richard White
(27 page 55) concerning the operation of the HR TPOs;
Jones goods No. 17928 (red) at Inverness mpd on 26 May 1930 (H.C.
Casserley);
No. 14678 Gordon Castle and No. 14387 Loch Garry at Perth on
29 May 1930 (H.C. Casserley);
No. 14682 Beaufort Castle on 17.20 Inverness to Blair
Atholl in August 1939 p. 35 (S.H. Freese) see
letter Issue 25 page 46 from Richard White confirming Direct Line and
commenting on similar train formation photographed at Forres
on page 54;
903 class No. 14754 departing Aberdeen with express including Pullman
car;
49 class No. 14750 at Perth ticket platform;
No. 14769 Clan Mackenzie at Strathyre with express for Oban (O.S.
Nock); p. 37u
14769 Clan Cameron at Perth in 1929; p. 37m
918 class No. 17900 at Perth on 29 May 1930 (H.C. Casserley); p. 37l
908 class No. 14612 and River class No. 14657;
179 class No. 17912 (black livery) with oil tank and brake van;;
179 class No. 184 (still in CR livery on Perth turntable; p39u
55 class No. 14602 on passenger train at Ballachulish on 18 June 1925; p.
39m
55 class No. 14604 on freight train at Kentallan on 12 July 1929 (A.W. Croughton)
p. 39l
Drummond 0-6-4T No. 15307 piloting Smith River class on ten coach train (included
four NBR vehicles) 40u
River Class No. 14756 on Perth HR shed on 18 June 1937 (H.C. Casserley)
40l
Superheated goods No. 17951 at Luncarty (F. Moore) 41u
Superheated goods No 57954 at Inverness mpd (J.L. Stevenson) 41l
60 Class No. 14630 at Polmadie mpd on 27 October 1945 (H.C. Casserley)
42u
60 Class No. 14641 entering Ayr station with express formed of non-corridor
stock in 1937 (E.R. Morten) 42l
956 class No. 14800 in lined black livery 43u
956 class probably No. 14802 out-of-service 43l'
191 class No. 14624 drifting down to Oban from Glencruitten in April 1925
(Ken Nunn) 44
191 class (unidentified) with express headlamps and four Stanier period coaches
including 12-wheel dining car 45u
191 class No. 14621 and 14686 Urquhart Castle departing Oban on 4
May 1937 (R.J. Buckley) 45l
Manson 381/495 class No. 125 with train of Midland & G&SW Joint stock
near Carlisle 46u
Manson superheated 512/128 leaving Glasgow St Enoch with Ardrossan express
in 1928 (P. Ransome-Wallis) 45l
Claughton with reduced boiler mountings and ROD tender No. 5968 John o'
Groat at Nottingham Midland 49u
Claughton with reduced boiler mountings and LNWR tender No. 5917 Charles
J. Cropper at Camden mpd 49l
Large boiler Claughton No. 6017 Breadalbane arriving Glasgow St. Enoch
on 1 September 1933 (E.R. Morten) 50
Superheated goods No. 17954 north of Inverness with G&SWR dining car
in August 1939 (S.H. Freese) 52u
Superheated goods No. 17952 between Dingwall and Inverness on freight in
August 1939 (S.H. Freese) 52l
No. 14695 Dunvegan Castle on two coach train (similar
to one on page 35), but at Forres in 1939 (S.H. Freese) 54
No. 6113 Cameronian at Kingmoor mpd in period 1935-7 55
No. 6156 The South Wales Borderer with straight smoke deflectors at
Kilmarnock on up Thames Clyde Express on 2 August 1932 (L. Hanson)
56u
Patriot No. 5926 E.C. Trench at Polamdie mpd 56m
No. 6155 at Stirling with up fish train on 27 May 1936 (R.J. Buckley) 56l
Class 5 No. 5362 at Balquidder taking water (O.S. Nock) 57
Class 5 No. 5047 on freight at Dumfries (J.J. Cunningham) 58u
Class 5 No. 4784 at Helmsdale on Inverness to Wick mail train (O.S. Nock)
58l
Jubilee No. 5566 Queensland leaving Perth 59u
Jubilee No. 5730 Ocean at Polmadie coaling plant (old-type) on 27
October 1945 (H.C. Casserley) 59l
No. 6159 The Royal Air Force in Tring cutting on nine-coach express. 62.
Coates, Noel. Instructions for the equipment of passenger trains on
the LMS. 63-7.
Based on an eight page booklet sent out from Derby in January (ERO
48810) entitled Instructions for the equipment of passenger trains:
antinmacassars, towelling arrangements, labelling of trains, cleanliness
of lavatories. Antimacassars were supplied to dining cars and to first
class compartments on defined services (listed). Towels were supplied to
sleeping cars and train lavatories. Lavatory soap and toilet paper. There
was a census of carriage label boards twice per year. Hire rugs and pillows.
Cleanliness of lavatories..
Dunn, William. The LMS Royal Scot locomotives: a pictorial
review of their early days. 68-76.
Illustrations of unrebuilt locomotives in their original condition,
mainly without smoke deflectors and with original names. No. 6112 Sherwood
Forester on down Mid Day Scot near Lichfield on 14 July 1928 (W.L.
Good); No. 6100 Royal Scot near Nuneaton c1928; No. 6115 Scots
Guardsman; No. 6146 Jenny Lind at Chester with down Holyhead express
(CLC engine shed visible); No. 6102 Black Watch (number on cab side)
acending Camden bank; p. 73 upper: No. 6144 Ostrich
with down Sunny South Express? at Basford Hall c1928; No. 6154
The Hussar (tender with coal rails); No. 6123 Royal Irish
Fusilier (this and following fitted with smoke deflectors) at Birmingham
New Street in mid-1930s; No. 6109 Royal Engineer (this and following
fitted Stanier tenders) on up Scottish express (leading vehicle: six-wheeled
with road/rail tank for edible oil); No. 6100 Royal Scot in post North
American tour condition; No. 6111 Royal Fusilier at Bushey heading
north; nameplate of No. 6125 Lancashire Witch with oval plate showing
Liverpool & Manchester Railway locomotive.
Warburton, Graham. Lineside Estates Limited (including
WWII Air-Raid Precaution Government Financing arrangements). 77-85.
Formed in the 1930s to take advantage of residential dvelopment near
Radlett station and originally called Radlett Estates. The original Board
consisted of Sir John F. Beale, Edward Brockenhurst Fielden, Charles Ker,
Viscount Knutsford, Lt. Col. Sr H. Arthur Rose, and Sir Thomas Williams.
Graham Royde Smith was the Company Secretary. Brief biographies and portraits
(poor quality reproduction) of Fielden, Ker, Williams and Rose. Subsequent
business included the non-purchase of Lake Windermere (offered by the Lowther
Estates); Prestatyn Holiday Camp (loan to Thomas Cook); Royal Portrush Golf
Club (loan for new clubhouse); The Grove, Watford (WW2 acquisition as strategic
headquarters), also further purchases for offices in Watford: Grove Mill
House, Willow Grange and The Grey House. The Thorntonhall Estate, near Glasgow
was also acquired to assist with maintaining services in the event of enemy
bombing. Finally the cash raised from selling the former Midland and
LNWR offfices in Westminster was used to develop Fielden House in Westminster
in 1937. This was requisitioned by the Government during WW2. Lineside Estates
Limited survived Nationalisation, but probably ceased to exist by the end
of 1964. See Issue 21 page 30 for further
information about The Grove during WW2 including purchases of huts and on
Willow Grange.
Twells, Nelson. Walker/Pagefield 6-ton Cruiser type mobile cranes
for LMS goods yards. 86-96.
Walker Brothers of Wigan collaborated with the LMS to develop a range
of mobile cranes for use in goods yards. Some could switch tyres from the
pneumatic type to solid for heavy lifting. Some were fitted with petrol electric
drives. Some were built with custom-built trailers, and some had cabs large
enough to accommodate a crew of four. Many illustrations and diagrams. Liveries
were grey or crimson lake
Updated 2015-04-13
