Full listing Issue 33 34 35 36 37 38

It has not been possible to negotiate a deal with the pre-computational publisher Wild Swan for the supply of review copies of this journal and unless arrangements can be made for the satisfactory funding of the steamindex website use will be made of the excellent commercial website britishrailwaybooks.co.uk (which sometimes has secondhand and cheaper copies available) for the basic contents listing which will be augmented by visits to libraries outwith bookless/libraryless East Anglia. The current page reflects a visit made to the Search Engine (NRM) in May 2012. This page follows the practice now adopted for author names which is now becoming universal in the computationalized bibliographical age.

Issue Number 34

Keith Miles. High Peak tales. 2-15

Keith Miles. Agents and station management. 16-20.
See also letter from Don Rowland in Issue 35 page 58

Dave Cousins and Ian Castledine. Works plates of LMS locomotives built by outside contractors. 20-
See also letter from John Hutchings in Issue 38 page 79 on Works plates of Sentinel locomotives

Neil Burgess. Three North Staffordshire passenger trains. 28-

Peter Tatlow. Bridge reconstructions at Chapel-en-le-Frith. 32-40

Steve Banks. Milk traffic — an overview. 41-8

Keith Miles. Pre-grouping motive power. 49

L.G.Warburton. LMS Jubilee Exhibition — Euston 1935. 53

Stuart Rankin. G&SWR carting horses. 55
See also informative letter from Arnold Tortorella in Issue 36 pp. 79-80

Bob Essery. Hinkley [sic] Hinckley. 61
Editorial grovel

Class 5 No. 5322 near Harpenden on Manchester Central to St Pancras express on 29 July 1946. Eric Bruton. 66

L.G. Warburton. The distant signal. 67

LMS Times. 77

Book reviews. Bob Essery. 80

Sir Ernest Lemon — a biography. Terry Jenkins. Railway & Canal Historical Society. 272pp.
"a truly fascinating book"

The North Staffordshire Railway in LMS days. Basil Jeuda. Lightmoor Press. 160pp.
"Highly recommended"

Issue Number 35

Beyer Garratt No. 4982. 2-3
Beyer Peacock photograph taken in 1931

Nos. 41904 and 41900.  4
Two separate photographs: 41900 was in store (as usual for this class of 0-4-4T)

Terry Jenkins. The forgotten Chief Mechaical Engineer: E.J.H. (later Sir Ernest) Lemon. 5-9.
Based on Terry Jenkins Sir Ernest Lemon: the production engineer who modernised the LMS railway and equipped the RAF for war: a biography..
Oxford: Railway & Canal Historical Society. 2011. 272pp.

Bob Essery. Pre-1923 practice continues: LMS locomotives and trains during the first ten years 1923-1933. 11-30.
Essentially a a photo-feature
p. 24: ex-HR 4-4-0 Small Ben class LMS No. 14413 Ben Alligan at Blair Atholl taken on 15 May 1928 (see letter from Peter Tatlow in Issue 36 p. 79).
p. 25: ex-GSW 4-4-0 No. 14143 as pilot to compound on Thames-Clyde express at Dumfries: see letter from Peter Tatlow in Issue 36 p. 79
p. 26: Symington — location for portion attachment and detachment: see letter from Brian Hayes in Number 36 p. 79 and from Peter Tatlow

Keith Harcourt. LMS development of rail containerisation 1923-1933: an example of "scientific management". 30-7.

HR 0-4-4T at Lybster. 37

Keith Miles. The wee black yins. 38-45.
2P 4-4-0 working on Glasgow & South Western section. Miles worked with Normand (Norrie) Moffat at Corkerhill in 1946. He enjoyed unofficial footplate trips on trains to Ardrossan, but had to hide when train passed K.R.M. Cameron's back garden. Norrie became running foreman at Ayr.

Book Reviews. 46

Steam around Sheffield. Mike Hitches. Amberley Publishing. 176pp. Reviewed by Bob Essery
"There are numerous errors in this book, and its only possible value is as a source of pictures"

A Cumbrian railway album: from the cameras of Ian and Allan Pearsall. Leslie R. Gilpin. Cumbrian Railway Association. 112pp. Reviewed by R. Hadley.

South Yorkshire railway stations: Ardwick-le-Street to Wortley. Peter Tuffrey.  Amberley Publishing. 128pp. Reviewed by Bob Essery

The London, Tilbury & Southend Railway: a history of the company and line. Volume 3. 1912-1939: the Midland and LMS years. Peter Kaye. Author. Reviewed by Bob Essery

Stuart W. Rankin. LMS Sentinel railcar operations between 1926 and 1938: mainly on the Northern Division. 47-57
Mainly on the Northern Division. Includes photograph of prototype at Highbridge; LMS Diagram No. 1779 (side elevation and plan); and vehicles at Leadhills, Perth and Ayr. Notes that Sentinel car was used on service over Caledonian Forth Bridge to Alloa. Also includes photograph of G&SWR railmotor No. 3 at Catrine station: caption notes that vibration problems led to the coach being separated from the locomotive. Text notes problems with Cochran boiler on GNSR railcars. Further photograph of LNWR railmotor at Moffat in 1947. See also letter from Chris Aspinwall in Number 36 p. 79 on Sentinel railcar and locomotive on NCC with response by Stuart Rankin; and from Bill Aves on allocation to Dawsholm (Number 37 p. 78)

LMS Times. 58

LMS Journal No. 33. Max Burgess
I was surprised to see on page 51 of LMS Journal No. 33 that 4-6-0 No. 14615 was an ex-G&SWR Drummond design. Surely this was a CR McIntosh 908 class engine? Peter Drummond did not build any 4-6-0s for the G&SWR, but I believe he did do a drawing for a 4-cylinder 4-6-0. Regarding the engineman's record card, the illegible junction was Saltmarket which was at the northern apex of the triangle which had St. Enoch terminus station at its west corner and Clyde Junction at the south end. Saltmarket was very close to College Goods. St. Enoch loco shed was in the middle of the triangle. St. Enoch station closed on 27 June 1966 with services diverted to Glasgow Central, but the Clyde Jcn—Saltmarket Jcn City Union Line is still open for freight.

LMS Journal No. 33. Roy Burrows
The record cards featured in LMS Journal No. 33 are of Midland Railway origin. The Midland used a system of letter prefixes for their form numbers and P.F. stood for 'Passenger Form'. This was used on forms concerned with passenger-rated traffic, although anomalies do exist. So why was this used on a form to do with locomotives? My guess would be that the form was actually introduced after the running sheds became the responsibility of the General Superintendent, whose department traditionally had generated forms with PF and PSF prefixes. The high number of 1189 supports the theory of a late introduction. There are many examples of MR forms being used in early LMS days (some in very odd 'hybrid' configurations) before ERO numbers became standard.

LMS Journal No. 33. Brian Hayes  
When I was Assistant Yard Master at Carlisle, the Up sidings at Kingmoor were referred to as Kingmoor Exchange. I think the trip on Driver Haddow's engineman's card (page 50) was from these sidings to the north and adjacent to Kingmoor Shed to Durran Hill Midland Yard or Petteril Bridge Midland Yard via Carlisle Goods lines. On page 53, the loco crew on the 7.15 Carlisle to Glasgow College were relieved at Saltmarket Junction which was just NE of St. Enoch station at the furthest point of the triangle at the east of the station. A 40-chain run would take them to Sydney Street Junction, where the train would be reversed into College Goods Depot (G&SWR). St. Enoch shed was G&SWR, so these enginemen's cards may have been both CR and GSWR. The departure from Carlisle would most likely have been from Kingmoor Down Sidings.

LMS Journal No. 33. Jim Jackson  
Regarding Keith Miles' interesting and informative article 'Booking-off Turns and Barracks', I thought that the following information may be of interest. In 1959 I was a fireman at Doncaster where we had at least one lodging turn to King's Cross. After arriving at King's Cross, we were booked to lodge at the by then London Midland Region lodge at Kentish Town. Before retiring to one of the individual cubicles, which were not entirely closed in, staff could request the optional issue of a metal chamber pot. It was not unusual, when just dropping off to sleep, to be aroused by the noise of one of these wretched contraptions being put to its intended use. So much for the joys of lodging!

LMS Journal No. 33. Peter Tatlow
Regarding enginemen's barracks, the new modern building at Carlisle Upperby (page 6) was good enough to be taken over, following closure, as a hotel. At Robin Barr's instigation, the LMS Society stayed at The Swallow Hilltop Hotel in October 1989. Its website suggests it is still going, but whether the core buildings have been replaced I cannot say. The enginemen's barracks at Aviemore built by the LMS during World War 2 were taken over in the 1950s by the Scottish Branch of the Railway Staff Association, known as Spey Lodge, and run as a self-catering hostel for staff coming to the Highlands to partake in the developing sport of skiing. In the 1970s this was acquired by the Strathspey Railway, who still run it as accommodation for engine-men and other volunteers working on the preserved line.

LMS Journal No. 33. Don Rowland  
There is one LMS barracks still in existance and still in use for its original purpose. The unprecedented traffic levels on the Highland main line in World War Two caused the LMS to build one at Aviemore. It is a large single-storey building situated on the far side of the Dava Moor line from the engine shed in the vee between that line and the direct line via Carr Bridge. It was still in existence when the Strathspey Railway was formed and has been taken over by them, although, as might be expected, repairs and maintenance have been needed. Understandably, lodging turns are unknown on the Strathspey, but with many volunteers travelling from Central Scotland and further afield, its sleeping, washing and cooking facilities are very useful, so that's one little bit of the LMS still doing what it was built for nearly seventy years ago.

LMS Journal No. 33. Tom Robertson  
Re 'Enginemen's Record Cards'. writer had never seen these before and thought assumption that they are ex-Caledonian to be correct. You seem to have located photographs for all engines at Kingmoor except 14462 at Citadel and 17570 at Ayr shed. Card 2 for engine 14615 where it leaves Exchange at 6.55 a.m. to Mid at 7.15 a.m., I suggest is Kingmoor Up Sidings or Kingmoor Up Loop to Durran Hill Yard, the time of 20 minutes seems about right for a clear run. It is likely to be a freight from the north running forward to terminate at the Midland yard. Many Northern Division trains did run forward to foreign yards, mainly Upperby (LNWR) and Durran Hill (Midland), and occasionally London Road (NER). The return journey light engine, I think should read Mid to Shops. Sometimes the Caledonian said 'shops' where other railways would say 'shed'. Card 3 for engine 17570 reads Saltmarket Junction at 4.40 p.m. to College at 4.45 p.m. Again, 5 minutes seems about right.

LMS Journal No. 33. John S. Dales  
The cover shows a fine study of LMS Compound No. 41077 heading a train of cattle wagons during August 1948. There appears to be no smokebox door numberplate and the numerals are hand painted. Presumably as the locomotive had only recently been renumbered into BR stock, it was awaiting a new cast plate. I agree with John's comments — a common arrangement at this time. (Editor)

LMS Journal No. 34. Don Rowland 
Re background to Keith Miles's 'General Directions, etc.' Blue Book on Merchandise Traffic. What he has is the LMS version of a Railway Clearing House publication, which is why there is no ERO number. It is one of several RCH publications, such as the Coaching Arrangements Book and the Book of Rates, which ensured a degree of uniformity in the way Passenger and Goods traffics were handled. The RCH was the only independent body serving all the railways of Great Britain and it continued to operate doing this work for a number of years after Nationalisation. The blank pages were for amendments or new regulations. The old regulation was, supposedly, crossed out and the revised version pasted on to the blank sheet opposite (the paste pot and brush were integral to office work in those days). Amendment List No. 7 was probably the last and was issued in May 1948. I believe there was a companion volume issued to `Staff', rather than Agents and their Staff. Presumably it covered only the operating procedures, leaving the financial side to be dealt with by the Station Master or Goods Agent. That does not seem to have survived so well as I have never seen a copy.

Erratum. Bob Essery
For some unaccountable reason, we omitted the 'C' in Hinckley at the top of page 61, whilst on page 63 in the lower picture caption we say that you can just see the signal box. Unfortunately, this part of the picture was cropped in order to maximise the station building with its unusual shape roof

Keith Miles. Coleman's babies. 59-67.
This class was built for dock working and had a short wheel base and outside cylinders. See the Coleman page to see the affection for which the man who draughted this design felt for it. The use of Cartazzi self-centring axleboxes on the rear axle, allowed the locomotive to negotiate curves of 2½ chains. Miles considers that it was very similar to a North British Locomotive Co. design for an outside cylinder 0-6-0T for the Glasgow & South Western Railway, but this achieved the ability to negotiate sharp curved by having flangeless centre coupled wheels. Photographs of Nos. 11277 and 11278 at Ardrossan when new; portrait of Coleman..

L.G. Warburton LMS Signals 1923 to 1932. 69
photograph of Furness home signal page 71: see letter from  Alan Atkinson in Number 36 p. 79: not taken at Meathop (caption), but on the Hodbarrow Branch.

Issue Number 36

Alan Woods and Graham Warburton. Mining and railways. Part 1 The Legislation. 3.

Bob Essery. LMS locomotive headlamps. 11

Don Rowland. Crewe to Euston. 15

David Hunt. LMS Marine Interests and the TS Duchess of Hamilton. 31

Brian Hayes. North of Inverness. 43
See also letters from Richard White
and Barry Lane in Issue 38 pp. 78-9

Reg Instone and L.G.Warburton. LMS Signals No.29. 57

LMS Times. 79-80.
LMS Journal No. 35. Brian Hayes  
Page 26 photograph of Up side at Syrnington. Until late 1955, many  Anglo-Scottish trains attached/detached Edinburgh portions at this station prior to transfer of this operation to Carstairs, continuing their journey via Strawfrank Junction and Carstairs No. 3/Dolphington Junction to Edinburgh Princes Street. The CR Pickersgill 4-4-0 in the photograph had brought into Syrnington the Edinburgh portion of the train which had been attached by No. 6131 to the main train from Glasgow Central. In the photograph there are probably no coaches behind No. 14472, and the engine crew had not changed the headlamps prior to its next duty. Syrnington was the junction for Biggar and Peebles, and at this period was a busy station with freight and passenger traffic.

LMS Journal No. 35. Alan Atkinson
The photograph (plate 71) of the Furness home signal on page 71 was not taken at Meathop as the caption suggests, but on the Hodbarrow Branch, which ran from Millom station via Millom Iron Works to the Hodbarrow Mineral Sidings, serving the haematite mine of that name. The view is looking from the station towards the iron works with the Duddon Estuary to the left and in the distance. The bridge parapet seen between the two signals is Bridge No. 1, known locally as the Banking Bridge. Had it been built, this would have been the FR main line from Whitehaven southwards across the Duddon Estuary by embankment and viaduct, but the branch, opened in 1867, was the only part of the grand scheme to be built.

LMS Journal No. 35. Peter Tatlow
Henry Casserley illustration on page 24 of ex-HR 4-4-0 Small Ben class LMS No. 14413 Ben Alligan at Blair Atholl was photographed 15 May 1928.
Caption for 09.50 "Continental boat train from St. Pancras" on page 25 at Dumfries raises questions resolved by page 400 of the Northern Division Sectional Appendix for March 1937 which gives key to semaphore route indicator positions, and conclude that the train is on the route between St. Enoch (Glasgow), Kilmarnock, Dumfries and Carlisle, via Barrhead , or vice versa. The direction of the train in the photograph indicates that it is 'a Down train heading for Glasgow and at that period was called The Thames-Clyde' and left St. Pancras at 09.50. The LMS Northern Division passenger train marshalling arrangements for July 1927  indicate that the 16.21 from Carlisle (09.50 ex-St. Pancras) included a brake composite from Tilbury: the train shown made up as follows: TK, plus another MO added at Carlisle for Glasgow BCK from Nottingham to Glasgow attached at Carlisle off the 09.00 ex-St. Pancras (Thames-Forth) BCK from Tilbury to Glasgow BG, FK, FO, RK, 2 x TO, 2 x TK, plus another TK M&FO, BG London to Glasgow All returned on the next day's return working of the Thames-Clyde at 09.15, except the through coach for Tilbury which returned at 12.00. The recessed ends and trussed bogie of the leading coach suggest an ex-L& Y coach. At 325 tons, or 375 tons MO, this was too much of a load for a Compound, so an ex-GSW 4-4-0 No. 14143 was added as a pilot. Interestingly, this is only the second G&SW locomotive I have found fitted with the Manson tablet exchange apparatus.
It is over simplistic to suggest that most of the coaches behind No. 14758 on page 26 are Caledonian stock, when clearly the second vehicle is an ex-LNWR 57ft brake corridor composite, while the third may also be of LNWR origin.

LMS Journal No. 35. Chris Aspinwall
The first Sentinel railcar on the LMSR, 401 (numbered into NCC carriage stock), was put into use in May 1925 on the 5ft 3in gauge Northern Counties Committee network along with Sentinel locomotive 91. The NCC number 91 had last been used by the Midland Railway NCC Derby-supplied steam railrnotor. The Sentinels on the NCC were an experiment, at the behest of the NCC engineer W.K. Wallace. The power units were chain driven and were identical. Cylinder size was 6¾in x 9in, vertical boiler 4ft 4½in tall by 2ft 8½in diameter, pressed to 275lbs. The wheelbase was 8ft 6in and wheel diameter 2ft 6in. The water capacity was only 300 gallons and 13 cwt of coal. The units were found to be underpowered and the chains stretched and broke. Both were withdrawn and scrapped by 1932. The significance of these vehicles is that the lessons learned by the NCC and W.K. Wallace were passed on to Derby and Euston and the later experimental vehicles avoided many problems of the NCC Sentinels. Henry Casserley took a photograph of both the NCC Sentinels outside York Road shed, Belfast, on 5th August 1930.

Stuart Rankin/s response:
The drive chains continued to cause problems in Scotland with stretching and breaking, whereas the LNER, which took delivery of further development batches up to 1930, changed to rigid instead of articulated vehicles, and cardan drive shafting replaced the troublesome chains. Only the LMS final car, 4349, was of the improved type. Stuart Rankin
Page 50 - The picture of the prototype Sentinel railcar should have been credited to A. W. Cawston, cty, Richard Dagger, and not the S&DJR Trust.

LMS Journal No. 34. Arnold Tortorella  
Re G&SWR Carting Horses, may I offer the following supplementary information relevant to the LMS Northern Division.

Scottish Local Committee held at 302 Buchanan Street, Glasgow. Date — 9 June 1925. Item No. 2,350 James McClemont, veterinary surgeon — Northern Division Reported that the position occupied by James McClemont, veterinary surgeon, Northern Division, had become redundant.

Mr. McClemont occupied the service of the G&SWR Company as assistant veterinary surgeon in December 1919. He was taken over on amalgamation and since then he had been acting as veterinary surgeon on the Northern Division under the Horse and Carting Superintendent.
The Horse and Carting Superintendent and his Horse Inspector were both skilled in treating sick horses and it was only in serious cases that the services of a veterinary surgeon were required. Having regard to that and to the fact that there was no position on the other sections of the railway that could be offered to Mr. McClemont, it had been decided to dispense with his services as from 30 September 1925, and he had been given notice accordingly.
Mr. McClemont had appealed for consideration on the grounds that when appointed by the G&SWR Company, he was given to understand that the position would be a permanent one, and on that understanding he sold his private practice in Maybole and came to reside in Glasgow, where he had to buy a house.
Mr. McClemont, who was 38 years of age, was married and had a family of four children. He was in receipt of a salary of £400 per annum. He had not been in the railway service sufficiently long to entitle him to compensation under the provisions of the Railways Act, 1921, but having regard to all the circumstances, it was recommended that on his retrial on 30 September, he should be granted, as an act of grace, a gratuity equal to twelve months' salary.

LMS Journal No. 33. Keith Miles. 80
There are a couple of errors in LMSJ No. 33. The top photograph on page 44 — No. 5554 is not entering platform 3 but leaving it, assisting its train up Camden Bank. Note the dropped calling-on arm, the direction of the exhaust, the attitude of the fireman and, more telling, the position of the die block in the expansion link. On page 51, No. 14615 was not a G&SW engine but a McIntosh 908 class, formerly CR 914. Ten were built in 1906 under Order Y81, all of which passed into the LMS as 14609-14618. There seems to be some confusion with the Drummond 331 Class 4-4-0s, 14510-14515. Incidentally, the 'not legible' junction on the associated record card is Saltmarket Junction — the easternmost junction of the triangular formation outside St. Enoch station which encompassed the loco shed, the westernmost being Clyde Junction.

LMS Journal No. 32. Richard White
Wrote from Botswana to draw attention to errors in the article 'D.J. Norton's Scottish Trip, August 1951'. On page 26 reference to the Isle of Sleat whereas it should be the Isle of Skye. However, the Railway Clearing House Official Map of Scotland dated 1923 clearly shows, as Richard White points out, that Loch Alsh separates the main line from the Isle of Skye with the Sound of Sleat to the south, but the south-eastern end of Skye, which can be seen from Lochalsh, is clearly marked `Sleat' on the RCH map. He also points out that I made a mistake and said there was a single platform at Kyle of Lochalsh station whereas it is an island platform with two platform faces. Finally, on page 39 we used the wrong caption; it is not a passenger train but a stopping freight train. (Editor) He continues: In the photograph of Kyle of Lochalsh on page 26, note the number of fish vans and the MacBrayne's buses. Kyle was an important port for loading fish (much of it landed at Stornoway) and a major transport interchange for the Western Isles. On page 29, note the ex-LNER full brake which is the third vehicle in the train (behind two fish vans), and on page 30 note the second vehicle in the train is an ex-GW vehicle, still apparently in chocolate and cream. This demonstrates the effect of nationalis-ation on the distribution of coaching stock. Ip the upper picture on page 33 and that on page 34, note the number of cattle wagons. Cattle were a major traffic on the ex-Highland LMS until lost to road transport in the 1950s and 1960s. Consequently, at grouping around 11% of the Highland's wagon fleet were sheep and cattle wagons compared to 2.3% to 2.6% on the LMS after grouping. Photographic evidence suggests that the proportion of cattle wagons on the Highland section remained at about 10% throughout the grouping period. In the lower picture on page 33, note the leading vehicle is an ex-LNWR 65ft 6in dining car. On pages 38 and 39 note the ballast at Clachnaharry, which is ash, not crushed stone or gravel. Finally, on page 39, note the 4-4-0 on the pick-up goods train. This was a common feature on the Highland from pre-grouping days right up until the end of steam. With their 6ft 6in driving wheels, the 'Coley Bennies' must have been less suitable for this task than the Highland's own Lochs, Bens, Straths and Skye bogies with driving wheels varying from 6ft 3½in down to 5ft 3½in.

LMS Journal No. 31. Huw Edwards  
Re article on the Lickey Incline, its locomotives and operation Part 4. On page 26 there is a photograph taken in January 1907 of the crossover at the top of the incline described as 'facing the Birmingham direction'. I believe that the photograph was in fact taken in the opposite direction, looking south-east down the incline towards Worcester.
The photograph also shows the famous gradient post giving the gradient as 1 in 37.8. I enclose a copy of a later photograph taken on 26 April 1957 (by Ben Brooksbank) of the gradient post showing significant differences from the earlier photograph. The hut shown in the earlier photograph has been demolished and the gradient post has been moved about 40 yards south to the recess where the hut was formerly located. The gradient shown has now been amended to 1 in 291/1 in 37.7. The gradient diagram for the line splits the difference and gives the gradient as 1 in 37¾! The earlier gradient post appears to be made of wood while the later one is made of metal. The hut was still in situ in May 1949 as is shown by an H.C. Casserley photograph of LNER class U1 No. 69999. Does a reader know the location in a railway archive of the Midland Railway 2 chain plan (1:1584) of the Lickey incline? Lastly, is the circular disc shown near the wall of the hut in the earlier photograph connected with the lighting system for the incline?

LMS Journal No. 30. J. Richard Morton  
An amendment to the caption accompanying Gordon Hepbum's superb photograph on pages 19/20. I'm afraid we're at Nottingham Midland station on the through roads between platforms 3 and 4. No. 1327 is standing on a siding used for stock not immediately required with the 'Midland loop' next to it. The date is March 1933 and the carriages are those of a Mansfield service. In the background, above the third carriage, is Nottingham Passenger East box with London Road Bridge dimly visible beyond that.
My thanks to Richard Morton for this correction. When I looked at the picture, I was not sure it was Derby but I accepted the note on the reverse of the print, which I failed to query. (Editor)

Warley MRC National Exhibition at the NEC
At LMS Matters' stand, a reader, who did not give his name, spoke to Graham Warburton and said that the picture on page 45 of LMSJ No, 30 was not St. Helens but was the down slow platform at Warrington Bank Quay. This underlines the problems we encounter; the print is clearly marked on the reverse side, ex LNWR St. Helens c.1960. (Editor)

Appeal. Mike Christensen
Seeking information about LMS locomotives used in the early part of World War Two on the Melbourne Military Railway, near Derby. In particular, which locomotives were fitted with air brakes to give Army men experience of air brake working prior to their departure abroad. A photograph exists which shows that 2F 0-6-0T No. 1839 was so fitted. But what is known about any other locomotives that were fitted with Westinghouse brake for the Army, and when? .

Issue Number 37

Jubilee class No. 5629 on parcels train. front cover
No. 16003. inset front cover
Caledonian Railway 0-4-0ST at Dundee on 25 May 1930

Keith Miles. The Thames-Clyde Express. 2-13.
Allen's Titled trains of Great Britain notes that the LMS bestowed the name Thames Clyde Express on the morning St. Pancras to Glasgow St Enoch services and their up counterpart. The name was suspended during WW2, but was reinstated after and persisted unntil after the end of steam. The up and down services tended to reverse at Leeds at about the same time and this could be a trap for the unwary. The illustartions are slightly disappointing (not all are yet listed), but the picture elected to show A3 haulage, a late Indian summer of steam working, depicts a train withot a headboard: Backtrack, 2007, 21, 148 shows No. 60082 Neil Gow with headboard. Other illustrations: Jubilee No. 45565 Victoria at St. Enoch. See also letter from P. Danford in Issue 38 page. 78.

Nelson Twells. The LMS Karrier Road-Rail Bus. 17-27.
Very large collection of photographs showing this vehicle on both railway tracks and on roads and in transition. See also letter from Peter Spedding in Issue 38 page 78

Marin S Welch. Mining and Railways Part 2: Managing the effects of mining subsidence on the railway infrastructure. 29-36
Measures taken to prop up viaducts and bridges. See also letter from Author in 38 page 78

L.G. Warburton and Reg Instone. Hints for Signalmen. 39-53.
Booklet ERO 52051

Keith Miles. The paper trail [forms issued for the management of motive power]. 54-63
Includes engine record car for No. 45040 (one of Vulcan Foundry series)

Bob Essery. Lichfield City. 64-

Keith Turton. Coal traffic in the Birmingham Area: an historical overview. 71-7.
See also letter from Ian Pell in Issue 38 page 78

LMS Times. 78-9
LMS Journal No. 35 Bill Aves  

No. 4153/22911 was shedded at Dawsholm in April 1929 and No. 4144/29902 was also there later in the year, although quite what services they worked does not seem to have been recorded [KPJ would hazard that they were in storage there]. Much later, No. 5153/22911 was in store at Wigston shed, Leicester, with No. 4149/22907, on 11 December 1934, the latter having worked briefly on the Horwich-Blackrod line in 1933. Another railcar originally in Scotland, No. 4154/29912, also later worked south of the Border, being at Goole in about 1930 (for the Isle of Axholme ) and at Tutbury in September 1932.

Response from Stuart Rankin
As 4153 was recorded at Leicester in 1934, my suggestion of its use on the Highland Section (Strathpeffer) (KPJ is "certain" that there is a published photograph of one at Strathpeffer) or Perth for Methven may be debatable, but it does seem that a number of the railcars moved about in locality. The possible duties from Dawsholm shed, near Maryhill in north-west Glasgow, could be surmised as Possil-Glasgow Central Low Level-Rutherglen. Examination of several monthly LMS public timetables for 1926-29, but there is no footnote indication of steam railcars. Workmen's trains as 3rd Class only are a possibility. but they operated in groups at shift changes. Normal locomotive-hauled trains would cover the majority of workings. The smoky underground railway would probably not be a very suitable habitat for these cars.

LMS Journal No. 35 John Hutchings
Additional information on the Sentinel railcars: Stuart makes reference to the early cars having horizontal boilers, but all cars supplied to the LMS had vertical boilers. There are works photographs of the power unit sections of the car that became 2233 and three of the subsequent batch new at Shrewsbury and all have vertical boilers. The boilers in these early cars were somewhat underpowered and Sentinel supplied the LMS at Glasgow with three replacements, 25% larger in size, in January 1929, and these were fitted in cars 4145, 4147 and 4148 per Sentinel records. A further three of these larger boilers were supplied to 'LMS at St. Rollox' in September 1931, but Sentinel were not advised into which cars they were fitted. The boilers on the batch of twelve 1927 cars were modified during build to carry standard LMS boiler water gauge and other fittings, including an LMS-pattern whistle, together with Midland Railway-pattern washout plugs and fusible plug. This modification also applied to the later shaft-driven car 4349 and, incidentally, to the four locomotives LMS 7160·7163 supplied in 1930. Stuart raises the question of fickle injectors on these vehicles, but I would suggest this might have been a maintenance problem rather than one of poor design. The injector was quite small (3mm as opposed to 6-10mm on main-line types) as it only fed a boiler of limited capacity and thus more prone to quick 'furring up' with indifferent water. It is worth stating that the first car 2233 was supplied with one injector, one independent steam pump and a mechanically operated pump attached to the engine. The 1927 batch were supplied with two injectors, one mounted each side of the frames just forward of the front axle, together with the afore-mentioned mechanical engine pump. The latter could only be used when the vehicle was in motion, but there were always at least two injectors available. The LMS Sentinel locomotives 7160-7163 also had two injectors, both mounted on the driver's side, together with the mechanical engine pump which, in the case of these locomotives, could be used with the locomotive at rest as the engine had two speeds and could be run out of gear. Sentinel ordered the shaft drive car that became LMS 4349 for stock on 16th January 1928 with the annotation 'This power unit is required for a geared coach which will go on trial with the London Midland & Scottish Rly '. The various build specifications were issued between March and July 1928. Sentinel's house magazine for October 1929 carried a photograph of what is almost certainly this car, painted in undercoat and believed taken at Ambergate. Sentinel recorded it as LMSR 4349 in a note dated 23rd July 1930, no doubt not long after it passed into LMS ownership.Also includes two photographs of Sentinel steam lorries: one in livery of Phillips rubber soles and heels; the other of a slsightly more primitive LMS vehicle loaded with large cylindrical object and hauling trailer loaded wih something related to it.

LMS Journal No. 30. Arnold Tortorella
Information on main running roads on approach to Oban station may be found within LMS Engine Sheds Vol. 5: the Caledonian Railway, pp. 102-105, and The True Line No. 98, Oct. 2007, pp. 29-40, and The True Line No. 99, Jan. 2008, pp. 32-42, the working in. question is departing on the Up Main Line, which created operational problems for the railway. Locomotives used this Up line to draw water from a water tank to replenish their tenders, with this water tank being about fifty yards or so closer to the camera within the view provided. During WW2 a long-term solution to these problems was adopted, as the following relates: Traffic Sub-committee held at 302 Buchanan Street, Glasgow. Date 20th January 1942  Item Number 9581 Oban: modernisation of locomotive depot (NWO 5928): full report reproduced with letter.

Sentinel steam lorries. 79
Photographs of vehicles with solid tyres: upper shows one with Phillips Rubber Soles and Heels and electric headlamps; lower shows LMS lorry with trailer with oil or acetylene headlamps. Pictures supplied by John Hutchings.

Issue Number 38

Final Issue, following a long delay

Former MR 4-4-0 at Peterborough East.  F.R. Hebron. front cover
On 12 September 1926: on up passenger train

Editorial. Bob Essery. 1

B1 No. 61318 entering Castle Bromwich on express from Cleethorpes: special stop for British Industries Fair. Eric Bruton. 1

Keith Miles. Of Cauliflowers, Gadgets and Watford tanks. 2-9.
As encountered at Willesden motive power depot when used on Euston empty stock movements: in 1946 they were displaced by former Midland Railway 2F 0-6-0s (dimly remembered from finding them there in immediate Post-War period). Illustrations: Cauliflower No. 8442 on empty stock at Euston prior to 1939; Cauliflower No. 8441 still with round-top firebox at Willesden mpd: No. 8443 with Belpaire firebox at Willesden mpd; Coal tank No. 27597 leaving Euston on 9 June 1945 (H.C. Casserley); Coal tank No. 27666 at Willesden mpd: on 24 March 1945; Watford tank No. 6926 at Willesden mpd: (both H.C. Casserley); Watford tank No. 6936 at Watford Junction;  Watford tank No. 6894 at top of Camden Incline on 9 June 1945 (H.C. Casserley).

Brake van interior. 10-11

Mike Christensen. Bryson's catcher. 12-38.
The mechanized tablet catcher was invented by James Manson with the assistance of John Duncan, a blacksmith and Robert Sharpe  a draughtsman at Kittybrewster on the Great North of Scotland Railway to lessen the risk of accidents to footplate crews who had to exchange single line tokens at speed. The device was introduced between Portsoy and Lossie Junction in 1886. Subsequently a device was patented and manufactured by Walter and George William Drummond trading as the Glasgow Railway Engineering Company.  In 1905 Alfred Whitaker of the Somerset & Dorset Railway patented a similar system.This system was introduced following the serious injuriesw inflicted to fireman William Turvey when collecting the tablet from the signalman at Midford. The equipment was manufactured and marketed by the Railway Signal Co. and was employed by the GWR on the branch lines to Barnstaple and Minehead in the 1930s. It was also used on the Midland & Great Northern which manufactured the device under license and on the Great Eastern for locomotives traversing M&GN lines, and on the Midland & Great Western lines in Ireland when they were singled. On the Glasgow & South Western Railway there was a serious accident at Cumnock on 27 October 1908 when fireman James Brown was dragged from the footplate during the manual exchange of tablets. This led to a report by Sub-Inspecting Officer Campbell which in turn led to the Bryson catcher which was installed between Girvan and Challoch Junction in 1909. This equipment was manufactured by Henry Williams Ltd of Cathcart and had been designed by William Bryson and Llewellyn Wynn Williams of the Railway Appliance Works in Irvine. A feature of the equipment  was that although the trackside device was fixed; a portable device could be carried on the footplate. The imstallation was ispected by Major Pringle in 1909. Illustrations: Manson 240 class 4-4-0 as LMS No. 14246 at Carlisle with retracted Manson catcher; many diagrams of Bryson apparatus; apparatus at lineside and inside Boat of Garten signal box; photographs taken by LMS at Crossmichael station during exchange; Horwich Class 5 2-6-0 No. 2883 approaching Pinmore on 30 August 1939 with catcher affixed to tender (note Pullman car in train which included some strengthening vehicles and date: 30 August 1939) (J.R. Morten); Southern Pacific cab in front locomotive No. 4034, exchange taking place within a snowshed using Keefe Time Saving Apparatus.

Bob Essery. Working over a single line. 38-9.
Photographs taken at Barnt  Green of giving up tablet; at Redditch South prior to entering tunnel and at Evesham with Class 4 2-6-0 (GWR station just visible)

David Hunt. 7054: notes. 40 -1
Photographs of Hunslet Engine Co. diesel mechanical shunter iinside Derby shed in May 1936 (W. Potter) and in Derby shed on 25 April 1937 (H.F. Wheeler)

Neil Burgess. Interpreting the Somerset & Dorset Joint Railway. 42-51.
This is a very interesting study and it is great shame that it has been reproduced in a dead journal and it is to be hoped that at least part will be reproduced elsewhere to encourage a response. It is in effect stating that our perception of what the "Somerest & Dorset" is or was coloured by reading texts about it (notably those by Robin Atthill, Stephen Austin and D.S. Barrie) and the images captured, manipulated?, by Ivo Peters and others including John Betjeman. It includes a brief pen portrait of Ivo Peters which will be added to his entry in Steamindex (which is in itself coloured by atb least two visits to the line by KPJ in 1953 and 1961) which may colour this precis. Burgess regards Ahrons for being guilty of introducing a whimsical flavour. Peter Smith and Donald Beale gave footplate work on the line glamour. Alan Hammond has a particular niche for his recording the oral history of workers on the line. Illustrations: 2P 4-4-0 No. 569 and Horwich Mogul on an express on 2 July 1949 (H.C. Casserley; 2P 4-4-0 No. 40564 with three-coach Maunsell corridor set at Midsomer Norton on 5 May 1959 (A.G. Ellis); 3F 0-6-0 No. 45484 climbing from Bath with train for Binegar); 4F 0-6-0 No. 44422 at Highbridge with a passenger train; 7F 2-8-0 No. 53806 on freight banked by 3F 0-6-0T climbing to Masbury on 17 June 1957 R.E. Toop); 4F No. 44422 at Evercreech Junction on southbound freight for Blandford Forum; 7F No, 53810 in store at Bath shed; 2P 4-4-0 at Bath Green Park on souuthbound passenger train;

More from Erlc Bruton. 52-4.
Class 5 No. M4820 at Harpenden on northbound empty milk tank wagons on 24 August 1948; Horwich 2-6-0 No. 42846 and Jubilee No. 45656 Cochrane on 07.10 ex-Sheffield at 10.55 passing Harper Lane cutting on 30 April m1949.

David Hunt. LMS marine interests and the TS Duchess of Hamilton. Part 2. 55-63.
Illustrations include steamer on the slipway at Harland & Wolff yard in Glasgow; King Edward at Gourock; Duke of Argyll c1924; PS Juno c1924; launch of TS Duchess of Hamilton on 5 May 1932; publicity material for vessel; after accident on 26 December 1945 when hit Corsewell Point at entrance to Loch Ryan when arriving from Larne.

40439. J.H. Moss. 64-5.
Class 2P 4-4-0 at Ashchurch in 1949 in early British Railways livery.

Keith Miles. Locomotive practice and performance — an alterrnative view. 66-7
April 1937 tests of class 5 between St Pancras and Manchester asv reported by C.J. Allen in The Railway Magazine (table reproduced herein of performance between Derby and Manchester Central) compared with memories of the tests by Rowsley foootplate crew. Memories by Edward "Kye" Gilbert. Locomotives used wereNos. 5278 with leaking piston valves and 5264.

David Hunt. Further information on LMS Locomotive Profiles. 68+
Number 3: The parallel boiler, 2-6-4 tank engines: further information from Thomas Newman concerning performance of No. 2325 achieving speeds of 90 mile/h south of St Albans in 1930s and further such speeds in Post-War period. Number 4: The "Princess Royal" Pacifics: picture on p. 86 location not Euston, but could have been Glasgow Central; Don Rowland noted that page 13 it could be inferred that chimneys stayed with boilers rather than with locomotives; Nos. 6201 and 6209 changes to black livery (page 98), and page 56 note that new front frames were fitted to No. 6212.  Pictorial Supplement to Number 8: Pictorial supplement to Locomotive Profile 8: The class 8 heavy freight 2-8-0s: Paul Buzalek noted vents in tender with WD numbered locomotive No. 70401 and LMS locomotive with tender without vents No. 48552. .

L.G. Warburton. Railway telegraphs and their protection from power lines. Part 2.  Power company constructed cradle guards. 69-74.

North Staffordshire Railway Study Group. 75

Birmingham New Street. 76-7.
Two-page spread photograph of Platforms 5 and 4, the bridge, assorted clutter on platform, Stanier 2-6-4T and passenger stock taken in 1946.

LMS tlmes. 78

LMS Journal No. 37. Peter Spedding  
Re Nelson Twells on the LMS Karrier Road-Rail bus: picture on page 25 showing the vehicle outside "Boxmoor station" was probably Station Road, Harpenden, looking north. The curve in Station Road is right for Harpenden and the two buildings still exist in recognisable form. The Midland Railway bracket signal behind the bus also supports an MR location and a similar signal is shown in Swift Book 2, although he shows it south of the station, so it is possible that the down fast to slow crossover that it signalled was located north of the station in the 1930s, but was subsequently moved to south of the platforms before the Swift diagrams were compiled.

LMS Journal No. 37. Martin Welch
Further to my article on the effects of mining subsidence on the rail infrastructure, I had added a further explanation concerning the respective responsibilities between the Railway and the Coal Boards for picking up the costs of the remedial works, but this didn't get through into the publication stage in time, so for the sake of completion, I asked the Editor to allow me to add it via the correspondence columns now. As stated in my article, the 1959 Agreement between the B RB and the NCB specified that the NCB would be responsible for meeting 70% of the costs of repair works made necessary by the settlement damage caused by the coal extraction. The main reason for the Rail Board picking up the remaining 30% was to allow for 'Betterment'. The justification of this was that most of the damage was suffered by old, sometimes very old, infrastructure, and repairs were done with new and improved materials, thus extending the effective life of such infrastructure, such as new ballast, drains or bridge decks.

LMS Journal No. 37. Ian Pell
Re Coal Traffic in the Birmingham area: picture on page 72 is actually of Conduit No. 3 colliery 'Jeromes'. This was situated in the heart of Norton Canes and was fed from the Five Ways branch just north of its junction with the Norton branch at Conduit Junction. I have seen references to some of the sidings at 'Jeromes' being called the 'Midland sidings'. This was in part, I believe, due to the colliery being connected to the Walsall Wood branch of the Midland line at its very end, by means of a colliery line. From the end of the Midland there was a further colliery line to Chasetown, which in turn connected to the LNW sidings at Anglesea (or Anglesey). The spelling is optional as both have been used — a not unusual LNWR practice! The collieries to the north and east of Norton Pool (nowadays known as 'Chasewater) usually served Anglesea sidings, while those to the west served the Norton branch. It is known that the western collieries also fed the Midland via the colliery branch referred to above at `Jeromes'. However, I have yet to see traffic from these collieries leaving via Anglesea. (It is possible if, say, they were loaded for Burton?) Incidentally, Conduit No. 3 pit was named after the father of the novelist Jerome K. Jerome (Three Men in a Boat).
Initially the Midland had running powers to Walsall over the South Staffs, and then onward to Wolverhampton via Portobello. The LNWR had running powers to Burton and Derby. I'm unsure whether the Midland had running powers between Walsall and Cannock, and especially the Norton Branch, although an all-encompassing agreement could well have included them.
Hednesford Basin, situated at the end of the Littleworth Tramway, was the dispatch point for coal onto the BCN system. It was famous for a 12.00 `bore' which flowed down the Cannock Extension Canal as far as Pelsall Junction. This was the time when the loaded boats would commence their journey southwards. The canal was, I believe, the last to be built on the BCN network, being constructed between 1858 and 1863, although it probably opened to traffic at the same time as the tramway in 1862. Ironically, the branch was prone to subsidence from the mine workings below and it was abandoned north of the A5 (Watling Street) in 1963 as a result of a lack of traffic and mining subsidence in the Leacroft/Norton Green area. In 1962 the basin was in a very sorry state with only a few intrepid boaters venturing to such a place. All the colliery traffic and boats had gone.
A final thought was the use of No. 110 Burgundy, a Stroudley 0-6-0 tank locomotive. Withdrawn from service in February 1927, it was sold to the Cannock and Rugeley Colliery Company and renumbered No. 9. As CRC No. 9, the engine gave many years of good service and became a firm favourite with the enginemen due to its superior power over more modern machines. It was used extensively on the trip workings to the basin and the BR Exchange sidings on the ex-LNWR Cannock to Rugeley line. It was later to be saved and initially stored at Hednesford, prior to moving to Chasewater. I believe it is now subject to a restoration appeal, residing on the East Somerset Railway at Cranmore.

LMS Journal No. 37. P. Danford  
Re Thames-Clyde express: writer once piloted train from Skipton to Appleby when he was a passed cleaner at Skipton with passed fireman G. Fisher on Compound No. 41197 in 1953. After National Service he transferred to the Signalling Department and was allocated to Bell Busk in 1958 (page 46). Signalman Harry Blenkiron took my place at Bell Busk in 1962 when he moved on to Gargrave signal box. Looking at the photo of Bell Busk, the lever with the clip on the handle (No. 1 lever) was a fog lever and when that was pulled it coupled tracks `Gargrave-Ingber-Bell Busk' together, turning it into `Absolute Block System'. In this situation, when one accepted a train from Gargrave, one pulled No. 2 lever, which released the lock on Gargrave's down starter (line clear).

LMS Journal No. 36. Richard White
Re Brian Hayes' article 'North of Inverness': caption to upper photograph on page 44 states that the old water tower at Inverness locomotive shed was built of brick: in fact It was built of sandstone ashlar masonry. Also, the leading vehicle in the photograph on page 51 is described as a Pullman, but is a Gresley vehicle and probably of pre-grouping origin. There is another photograph of what I believe is the same vehicle, but showing the other side and repainted in BR maroon livery, on page 52 of Keith Fenwick's Inverness and Ross-shire Railway (Highland Railway Society, 2012). There is another possible derivation of the name of the Black Isle (page 50) which can be seen in the background of the upper photograph on page 44. This is that the name alludes to the extensive pine woods (Black Woods') of the peninsula. The locomotive in the upper photograph on page 46 is No. 54398 Ben Alder, by then the last of her class. The water tanks at Thurso and Tain in the upper photographs on pages 46 and 48 and the east Signal Cabin at Tain in the lower photograph on page 48 illustrate structures still painted in the orange-brown and purple-brown colours of the old Highland Railway. There were many survivals in these colours into the 1950s, but very few colour photographs of them,because the LMS continued to use pre-grouping colour schemes for buildings and lineside furniture until the late 1930s. The sashes and astragals of the signal cabin are in white, which may have been an LMS modification of the scheme. The Fairburn 2-6-4T shown on page 50 is one of several drafted in to work the Kyle line while the old 50ft turntable was replaced by a 60ft one to enable the Black 5s to work to Kyle. The Small Ben is one of 14 still in traffic at that date.
Whilst I believe it is correct, as stated in the caption on page 51, that all passenger trains north of Inverness carried class 2 headlamps at the time of which Brian Hayes writes, this was not the case before WW2. Both the John o' Groat (down dep. Inverness 16.15, up dep. Wick 10.10) and the Orcadian (down dep. Inverness 06.42, up dep. Wick 15.40) carried class 1 headlamps prior to WW2. Georgemas Junction, shown on page 52, is still a very rural location today. Note the signal cabin and water column in LMS colours. The attitude of Ben Vrackie's fireman and the railwayman in the six-foot in the lower photograph on page 54 strongly suggest that the engine was shunting (possibly making up a train) rather than working a goods train. Note the `Tredegar' private wagon, which would not have been seen anywhere near the Highlands before 1939 when the entire national private coal wagon fleet was commandeered by the government and pooled.

LMS Journal No. 36. Barry Lane  
The coach at the head of the train on page 51 is not a Pullman. All Pullmans at that date were slab-sided and always (except for the two `Devon Belle' observation cars) had a deep cant rail panel above the windows. It is a Gresley LNER open corridor coach of which there were many variations produced. The NER also had some very similar open coaches for the joint service with the L&YR for the Liverpool-Newcastle expresses and some other select trains. It is hard to be sure whether the illustration is ex-GNR or ex-NER as Gresley adopted the profile for the new LNER stock. If it is the earlier NER type of coach, then it had acquired the standard LNER type of bogies. Many will remember how the adopted red and cream livery of the newly nationalised British Railways did not sit easily on the LNER stock with its deeper body panels and higher window level, shown to advantage in this view!

LMS Journal No. 34. John Hutchings
The article 'Works Plates of LMS Locomotives built by Outside Contractors' was very interesting and I can add a little information regarding the Sentinel shunters. Nos. 7180-3 all had the standard Sentinel locomotive nameplate to drawing 6034. The works number (or job number in Sentinel parlance) was stamped on in figures normally ¼in high and, given that the work was carried out by many different fitters, could vary in spacing horizontally and occasionally vertically! The two Somerset & Dorset Sentinels that entered LMS stock also had plates of this type. No. 7184 should have had plates to this pattern, but the LMS running number transfers supplied by Derby to Sentinel encroached into the position on the cab sides where the plates were normally mounted. It is possible they may have been mounted in the normal position, but inside the cab. Certainly the bolts are in the usual position on the outside. Did anyone ever note these plates carried thus? The Sentinel Doble (not Double) locomotive 7192 did not carry plates to the 6034 pattern as none of the patent numbers were applicable. The oil-fired flash steam boiler and compound engines in 7192 were to designs produced by Abner Doble while Sentinel employed him as a consultant. None of the photographs I have of 7192 are sufficiently clear to read the exact wording on the plates and no drawing or sketch of them appears to have survived.

Philip Chopping — an appreciation. 80
Born in Shoreditch in 1942. Joined London Electricity Board who sent him to Nottingham University to study electrical engineering. He shared Bob Essery's love of dogs and enjoyed many sports and model railways. Contributed a major study of prototype diesel shunter No. 1831 in LMS Journal No. 2.

Midland Railway: regulations respecting the payment of salaries. rear cover
Instructions issued Derby in July 1906 signed Alexis L. Charles. Secretary