Railways South East

Railways South East was perhaps the best enthusiast journal on railways ever to exist. It combined excellent production standards (good quality paper and printing), a judicious use of colour, with consistently good articles on historical topics, plus a modest amount of news. It was the brain-child of David Jenkinson, and was taken over by Professor Pat White: the journal sadly died with its second editor. Allan Mott wrote an excellent obituary at the end of what appears to have been the final volume: Railways South East: the album.  It should be noted that it has a very similar structure to Backtrack in that its front and back covers were finely reproduced colour photographs, and many of the authors are shared.

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1987-88 Vol. 1 No. 1

Folkestone Harbour at low tide. P. Ransome-Wallis: front cover.
Pair of former GWR 0-6-0PTs getting to grips with a boat train whose roof is branded 'CONTINENTAL EXPRESS — SHORT SEA ROUTE': a reminder of those high days of summer when the sun always shone and all self-respecting travellers went on holiday by train.

Euston Station's famous Doric Arch. Facing page 1.
The Arch was the capital city's first symbolic railway entrance so it seems only right to put it at the start of this new magazine. The picture dates from the 1950s, only a few years before the arch was demolished in 1963.

The pattern of London's Railways at the end of the Edwardian era. David Jenkinson. 2-10.
Statistics in order of route mileage of railways "serving London" (that is overall mileage which is only partially relevant to London). Thus GWR>MR>LNWR all take precedence over the far more important GER in terms of London traffic. Quotes route mileage, locomotive, carriage and wagon stocks, and passenger and freight traffic. See letter from J.T. van Riemsdijk (p. 113) who disputes statistics relating to LTSR traffic.

Central Line to the West. Alan A. Jackson. 11-19.
The Ealing & Shepherds Bush Railway Extension Act of 14 July 1936 gave the GWR the power to extend the Central Line north westwards to Ruislip and a furth Act of 10 June 1937 to Denham. The lines were built to the mainline loading gauge. Following inactivity during WW2 the line was opened to Greenford on 30 June 1947 and to Ruislip & Ickenham on 21 November 1948. The Denham extension was abandoned, although photograph shows that work had started on widening. Jackson argues that Northolt should be the terminus.

Scenes on the Great Northern, 1908-14. John Van Riemsdijk. 20-4.
Feature written around NRM photographs. Small Atlantic 898 heads north from Peterborough in 1913 with substantial train; small Atlantic heads south at Greenwood with very assorted train of bogie stock plus four six-wheelers; Stirling 4-2-2 1005 approaching Potters Bar from north in 1908 with empty stock from Newmarket special; Ivatt 4-2-2 100 at Ganwick heading south with four bogies and tail of six-wheelers; Royal Atlatic 4442 with express including Howlden 12-wheeler at front; 4-4-0 1076 heading north at Ganwick on train of mainly 6-wheelers; Stirling 2-4-0 753 rebuilt by Ivatt approaching New Barnet from north (Aylard states south page 235) with short semi-fast of early corridor stock; Stirling 2-2-2 rebuilt by Ivatt: 873 at Potters Bar heading north with semi-fast; 0-4-4T 245 on Hertford train north of Potters Bar (fast to Hatfield thence via Cole Green at a pace which many cyclists would regard as slow!)

Fifly years of the Portsmouth Direct Electrics. David Brown. 25-35.
Brief history of Portsmouth Direct line: Act 1853; opened 24 January 1859. A difficult route which the LSWR had tended to ignore. A decision to electrify was made on 27 June 1935 and this was opened on 4 July 1937. A Treasury Loan was provided. Woking and Havant stations were rebuilt in "Odeon" style. There was one fast and two sem-fasts every hour. Reproduction of Railway Gazette showing lines electrified and to be electrified (latter includes the Hastings direct line. See letter on page 112 by R. Gillam concerning a close encounter with stock being shunted at Guildford (when a passenger on new electric service).

Midland Locomotive Livery and the 'London Style'. Bob Essery. 36-40.
Between 1892 and 1904 an especially elaborate livery was applied at Kentish Town. Priorb to 1881 the Midland had usedf green, but red was used experimentally in that year and began to be applied to all locomotives from 1883. A simpler style followed the ornate style from 1905. Goods engines between 1900 and 1910 changed between lines red>plain red>locomotive brown and black. Refers to book by Dow and notes by P.C. Dewhurst. See letter on page 113 by J. Braithwaite.

The Ghosts of Romney Marsh. Paul Ross. 41-5.
Reason for abandoning three-cylinder designs was the higher fuel consumption. Proposed, but unfulfilled, designs for extra motive power began with an order placed with H.C.S. Bullock of Farnborough for a Pacific based on the LMS Princess Royal type, but Bullock got into financial difficulties and killed himself. The frames had been cut at New Romney. Holcroft became involved with post-WW2 proposals for a 2-8-2 with Baker valve gear and a 4-8-2-2 with three cylinders and a form of conjugated drive for the inside cylinder, again using Baker gear. Howey was unable to raise the finance either of these interesting proposals yet arranged with Ian Hunter of Glossop to develop super-power in the shape of 4-8-4 and 4-4-4-4 designs. Bulleid was interested in building the former at Ashford.

The Metro-Land Tanks. Philip Atkins. 46-9.
That is the locomotives constructed by the Matropolitan Railway for outer suburban development. The Chief Electrical Engineer, Charles Jones (who had been appointed in 1903) sought designs for a powerful tank engine: Beyer Peacock offered a 4-cylinder 4-6-4T (presumably for a Baker Street to Gorton service) and NBL offered two varieties of 0-8-4T. Then Beyer Peacock offered an inside-cylinder 4-4-2T (as per BCDR), and the Yorkshire Engine Co came up with an 0-6-4T (author cites further reference including to sectional drawings). Using the 0-6-4T as a basis Jones drew up a specification for a 4-4-4T. This time Kerr Stewart was successful (sectional drawings: Locomotive Mag., 1921 February and Engineer, 1921 4 Feb.). In 1929 0-6-4T No. 94 was fitted with Trofinoff automatic bypass piston valves which led to 9% fuel economy. The K class 2-6-4T were assembled by Armstrong Whitworth using parts manufactured at Woolwich Arsenal. The LNER took over these locomotives from 1 November 1937. See letter from F.W. Goudie (p, 113) who states that No. 108, not 106 H class 4-4-4T was equipped with Scarab oil-burner, which was unsuccessful. Sid Checkley (Gresley Anthology) considered that the 4-4-4Ts were very lightly built.

Old Euston. David Jenkinson. 50-4.
"Yes, Euston was a mess, and it seemed an impossible place to fathom... then Euston began to grow on" [him, but not on KPJ]. Describes the descent from the original grandeur into squalour only exceeded at Manchester Exchange. Philip Hardwick's Great Hall would have been preserved by a greater nation. It contained a statue of George Stephenson. The LMS considered rebuilding, but didn't. Illustrations include: p. 63 North end platforms 6 & 7 5348 Coronation and 5552 Silver Jubilee (special livery); and interior of shareholders' meeting room.

Platform South East. Correspondence. 55.
Grafitti – art or anarchy. Piers Connor. 55.
New York problem brought to London in 1884.
Building on the past. M.A.C. Horne. 56-7.
Cites End of the Line - the future of London's past produced by the Victorian and Thirties Societies on unsympathetic restoration
Network SouthEast - a matter of identity. Chrisopher Richard.58-9.
Comment on the blue white and red livery, especially its application to locomotives and the red lamp-posts which still abound.

Romney, Hythe and Dymchurch Railway 4-6-2 No. 8 Hurricane leaving New Romney with a train for Hythe in 1963. P. Ransome-Wallis. Back Cover
With little other than the size of the human figures to betray the railway's miniature status, this fine study of 15 inch gauge really captures the main line feel of this distinctive system. Hurricane started life as a three cylinder engine but is seen here in the two cylinder configuration to which it was converted in 1937. It was the favourite engine of that somewhat larger than life character and first owner of the line, Captain Howey, some of whose more extravagant and unfulfilled locomotive ideas are considered in the article on page 41. Courtesy NRM

1988 Vol. 1 No. 2

Dover Docks in 1959 showing Maunsell 'Schools' Class 4-4-0 No.30929 Malvern leaving with a train for Ramsgate, Deal and Charlng Cross. P. Ransome-Wallis. front cover.

Ashurst in 1947: the pre-group scene still dominates on the Southern Railway as ex-LBSC class I3 4-4-2T No.2075 enters the station with a London Bridge to Tunbrldge Wells West train via the Oxted line. P. Ransome-Wallis. Facing Page 61.

The Oxted Line. George Phillipson. 62-71.
The Croydon, Oxted and East Grinstead line of the LBSCR opened on 10 March 1884, following its inspection by Major General Hutchinson. The line was electrified (by third rail: younger readers may require a definition of what to electrify means) by Paul Channon (Conservative, Secretary of State for Transport) on 30 September 1987. The reason for the long delay is explained. See letters by G.A. Hookham on varieties of changes possible to get to Tunbridge Wells West in 1955 and in motive power in 1950; and Alan A. Jackson's query concerning Southern Railway's delay in proposing electrification..

Bellwood, John, Colchester shedmaster. 72-80.
Includes notes on the highly satisfactory B17 class (much better than the two-cylinder B2 rebulds) once they were overhauled at Doncaster, on water softening, and on the relief of the footplate crews to return to work after the ASLEF debacle in 1955. Portrait of author alongside F5 67191 at Maldon shed on 29 May 1955.

Riemsdijk, John van. The London suburban tank engine. . 81-93.
Surveys both locomotives specially constructed for London suburban lines, such as the NLR 4-4-0Ts and LTSR 4-4-2Ts, and designs which were also used more widley. The author observes that the Stanier 3-cylinder 2-6-4Ts for the LTSR Section may have exploited three cyclinders to reduce hammer blow to enable them to work into Fenchurch Street. See letter by Aylard on omission of LMS and GER 0-6-0Ts.

Clerestories on the District. Piers Connor. 94-101.
Clerestory-roofed stock was built for the District Line from its inception in the A stock prototypes, and B class production cars, with a few exceptions until the final N stock was delivered in 1935. For a time some of these vehicles ran in sets consisting of similar cars, but gradually the sets became more diverse and often included Q stock vehicles (distinctive, but non-clerestor, constructed in 1938 (to eliminate timber-bodied vehicles). A table lists the not-quite 57 varieties.

Great Western Variety. David Jenkinson. 102-5.
Comment on the variety that was still visible in the area near London on the mainline out of Paddington at the close of the Churchward era, illustrated by members of a collection of photographs received at the NRM.

The Triumph of the Third Rail. J.N. Faulkner. 106-111.
Over the LBSCR high voltage system and the proposed 3000V DC system for the SECR. See letter by B.T. Cooke Vol 2 page 54 on slow rate of acceleration of AC trains. See letter by John Chillman on trains illustrated at head of feature (page 171). . Letter by Robert A. Perkins (Vol. 2 page 116) on AC and DC units sharing same tracks in 1929.

Platform South East. 112-13.
About ourselves.
Letters about Railways South East from R.M. Eadie, H.T. Jones, D.G. Rowlands, J.B. Fox, R.K. Newton and F.G. Smith: all were congratulatory, There was also one from J. Simmons who deprecated: "The subject is fragmented much more than enough already" but did admire the production standards.
Fifty years of the Portsmouth electrics. R. Gillam.
Anecdote of shunter with wagons too close to new EMU at Guildford in July 1937 (as perceived by passenger): see page 25.
Midland locomotive liveries. J. Braithwaite.
Tallow finish was discontinued in 1916 and the non-application of this may give sense of change. C. Hamilton Ellis claimed to have had samples of MR and LMS which were different. E.S. Cox stated (Locomotive Panorama Vol. 1 page 28) that red varied with the works applying it: L&YR was darker than norm, some Scottish paint was very dark (but not HR). E.W. Twining claimed that LMS red was definitely darker and that black was added. Also further observations on Dewurst. See page 36.
The pattern of London railways. J.T. van Riemsdijk.
See feature page 2: writer disputes statistics relating to LTSR passenger citing alternative data in Railway Magazine for 1912: David Jenkinson attemted a refutation.
Metro-Land tanks. F.W. Goudie.
See page 46: No. 108, not 106, of H class 4-4-4T, was equippped with Scarab oil-burner, but it was unsuccessful.
London's forgotten railway. Graham Larkbey.
The South London Line at time of letter lacked stations and trains. \it was impossible to book tickets at either Wandsworth Road or Clapham. There was no station at Brixton. Lack of trains into Victoria at rush hours.

Can the Freight Trains Return? David Jenkinson. 114-15.
Comment upon the tremendous damage which trucks impose upon the motorway notwork and the vast cost of repairing it, and the meagre amount of freight carried by rail: but what was the author doing on the motorway in the first place!

New Trains for Network South East. David Brown. 116-20.
Class 319 for Thameslink; class 442 Wessex Electrics and proposed Networkers.

'Through Freight' heading for London behind 8F 48417 built by the GWR for the LMS. P. Ransome Wallis. Back Cover.
Yet it is not all that long ago (1960). The location is at the water troughs between King's Sutton and Aynho Junctlon on the former GWR  route just south of Banbury.

Volume 1 No.3 Winter 1988/89

No.60033 Seagull on down fast freight at Harringay in 1960. P.  Ransome-Wallis. Front Cover
NRM collection

Peppercorn Class A2 4-6-2 No.60533 Happy Knight near Potters Bar on fast freight in 1949. MW. Earley Facing Page 121.
Goods trains are featured in our article on Page 130. Courtesy NRM

The James Clayton influence. Philip Atkins. 122-9.
Traces Clayton's influence on MR and SECR/SR, and also shows that designs developed on MR for 2-6-2T for LTS Section were developed into 2-6-4Ts on SECR and on LMS. One extremely revealing comparison pairs photographs of West Country Pacifics piloted by 40562 (on S&D passing Masbury) and L1 on Night Ferry (near Faversham). The article inter alia contains further Clayton influences through J.H. Adams and Hookham. Whilst at Derby Clayton not only worked on the Paget locomotive but also input into the S&D 2-8-0 and Lickey 0-10-0 designs. Atkins argues that the Ashford taper boiler did not come from Swindon with Holcroft but from Derby. The similarities of the E1 and D1 with the MR 2P, and the L1/Q with their Derby counterparts (2P/4F) are also noted. The LN and Royal Scot classes shared the boiler flanging plates used by NBL. Letter by M. Gaywood (page 234) argues that N class chimney owed nothing to "Derby influence"; Atkins concedes this, but Editor argues for the overall similarities between some Derby and some Ashford designs..

Memories of King's Cross Goods, 1937/38. Peter Erwood. 130-7.
The working methods now appear to be as remote as those employed in constructing the Pyramids. There was a huge amount of manual labour, and all records were hand written with an army of clerks. In 1938 author moved on to Rayleigh: see Vol. 2 page mmm. Congratulatory letter by Andrew Emmerson (page 234). and corrections to captions by Aylard to K3 class (page 133) and P1 class (page 134). Led to long letter in defence of P1 class on page 115 (Vol. 2) from G.W. Goslin.

Railways around Romford. K.A. Frost. 138-47.
The ECR was incorporated on 4 July 1838 and was constructed to the 5 ft gauge under John Braithwaite. A line was opened from a temporary terminus at Mile End to Romford on 18 June 1839, and on 29 March 1843 it reached Colchester, and there it stuck. An early proposed railway from Romford to Thames Haven failed. The Liverpool Street extension opened on 1 November 1875. Grays to Upminster opened on 1 July 1892 and Romford to Upminster on 7 June 1893. This latter led to suburban development at Emerson Park. electrification (1500V DC) to Shenfield was inaugurated on 26 September 1949 and this was extended to Chelmsford (11 June) and Southend on 31 Decemeber 1956. Upminster to Grays was electrified in June 1963; Romford to Upminster in 1986 (following many attempts at closure); on 15 September 1956 the steam service was replaced by DMUs. Further features by same author on LTSR (3-131) and Romford to Grays (Album page 72) Page 147: (colour) B1 61393 on express to East Coast at Guidea Park in June 1958 with Shenfield EMU in background (K.L. Cook). Informative letter on District services to Upminster and steam services over District line (page 235 by Peter R. Davis).

Wolverton and the Royal Connection. David Jenkinson. 148-56.
Text (includes interesting note that Queen Victoria contributed £600 towards cost of new carriage and LNWR proposed an addition contribution of £1000 from Company to construct two vehicles) and photographs (latter mainly from NRM collection) (colour shown in maroon): Royal Train posed in 1903/04 at Wolverton with Webb 2-4-0 Dalton at front; overall view of works on 18 October 1955 (F.W. Shuttleworth); Royal Train shed interior on 7 October 1956 with Queen Adelaide's saloon and Queen Victoria's saloon; interior of latter saloon as stored at Wolverton; writing table in Queen Victoria's saloon of 1869 with royal blue trim; exterior of Duke of Sutherland's saloon constructed by LNWR in 1899; interior of previous showing cooker which employed methylated spirit; interior of Queen Adelaide's saloon with furnishings changed to meet the requirements of Queen Mary in the 1920s; Dining Car No. 76 in 1979 in LNWR livery; interior of previous showing Royal silver and glass; Royal Train returning from Grand National at Carpenter's Park on 20 March 1937 headed by Jubilee class 5741 Leinster and 5742 Connaught; Royal Train headed by 4082 Windsor Castle at Reading West, returning from Weymouth on 22 June 1938, with crowned headlamps and Royal Arms on side of locomotive (M.W. Earley); King Edward VII's saloon and King George VI's saloon outside NRM in 1980; latter with armour plating in place arriving King's Cross with Escort Brake First No. 5155 headed by B17 in unlined black with "NE" on tender (C.C.B. Herbert); interior of Queen's lounge No. 799; Royal Diner 2902 at York on 24 June 1987 for visit of Queen Mother; Royal Household sleepin saloon No. 495 at Euston in September 1957; Officers Saloon No. 2911 (1920) in service at York on 24 June 1987; Escort Car (BR Mark III) 2906 and Mark III Sleeping Car 2923 at York as previous. See letter by Peter Johnson (page 234) concerning inter-carriage ganways.

The Surrey Iron Railway. Graham Kirkpatrick. 157.
The primary significance of the line was that it was the first to have Parliamentary approval with a highly detailed Act of 21 May 1801. It linked Croydon with the Thames and the engineer was William Jessop (whose main activity was on canals). Much effort was devoted to extending the line to Portsmouth, and a Croydo, Merstam & Godstone Iron Railway was approved in May 1803.

Waterloo. Michael Blakemore. 160-3.
Photo-feature: 35022 Holland Amerika Line departing with Bournemouth Belle in 1957 viewed from above exit neck and looking towrds Royal Festival Hall; Waterloo Road frontage to South Station in 1890s; P14 4-6-0 departing on West of England express c1911, with new station arising behind; two views showing barriers and concourse in 1930s with Lord Nelson class having arrived; SR 931 at head of Portsmouth departure on 24 June 1936 (F.E. Box); Waterloo A signal box – two views –exterior in 1911 and interior on final day of operation (17 October 1936); concourse with policemen and troops in 1943 (atmospheric); American doughboys on platform in 1944 (caption lists statistics of numbers arriving Southampton); summer 1946 – huge queues formed in carriage roads for destinations like Ilfracombe; 1949 view of Victory Arch showing WW2 damage; 1951 view of Festival of Britain from terminal buildings looking towards Charing Cross with departing Folkestone train, Royal Festival Hall, Shot Tower and Shell-Mex building, also (not mentioned in caption) Railway Exhibition Hall.

Northern to Morden. Alan A. Jackson. 164-9.
Reaction of newly-formed SR to proposed Morden extension which was actively encouraged by LCC and local authorities in Surrey. Some harmony was restored by the London Undergroud group transferring its rights to the Wimbledon & Sutton line to the SR, and an agreement that any further incursions into SR territory must be subject to prior discussion. Once opened bus services were developed from Morden to serve a wide area. The stations were designed by Frank Pick and illumination included searchlights. Jackson argues that the stations are too close and that Morden should be linked into the Croydon tramway network. See letter from author (page 235) with minor corrections.

Platform South East: Correspondence. 170-1.
The Oxted Line. Hookham, G.A.
See page 62. The 1955 interval timetable provided five different routes for travel to Tunbridge Wells West. In May 1950 five different classes of LBSCR locomotive, 2 SECR, 2 SR and one LMS could be seen.
The Oxted Line. Alan A. Jackson.
See page 62. Writer rhetorically queries why Southern Railway did not electrifiy Oxted Line and suggests that residents of high class property feared an influx of semis and delayed a decision on electrification until 1939 when it was too late.
South London Line. F.B. Smith
See feature page 56. Suggests Abbey Wood to North Woolwich service via South London and West London Lines.
Triumph of the third rail. John Chillman.
See feature page 106. Refers to the illustration which heads the feature: it shows the 5.00 pm London Bridge to Brighton non-stop; the 5.03 non-stop to Lewes thence to Eastbourne and Seaford and the 5.06 to Littlehampton, which split at Haywards Heath. Sets were split and joined with great rapidity (writer first saw operation at Hove).
442 update. David Brown.
General impressions of units and modifications made to them.
Clapham Station canopies. Charles Williams.
Clapham Society plea to preserve.
Errata. Editor.
Mainly to the captions: one attributed to Bill Ashley Smith was in itself incorrect according to Robert A. Perkins (page 235: refers to letter headcodes to SR EMUs)

Central London Rail Capacity. Jonathan Roberts. 172-5.
Statistics taken from LT/LRT Annual Reports covering period from 1956 to 87 inclusive of travel by car, on two-wheeled vehicles, bus, tube, tube and BR and BR only.  Notes over-crowding on Victoria and Central Lines. Proposals put forward included a new King's Cross to Victoria line; splitting the Northern Line; diverting the Bakerloo Line to Ealing Broadway; a figure of eight tube based on Oxford Circus and linking most of the mainline stations. All of this was before the Jubilee Line reached the Docklands, the Dome and Stratford.

The Weak Link. Christopher Richard. 176-7.
A pre-Eurostar horror story of excellent InterCity journey into King's Cross and across Europe to Switzerland, and the wonders of the Paris Metro, and the Purgatorial conditions on the Victoria Line and on the BR train from London to Dover. The ride of the TGV is criticised, but the SNFC turbo-train from Paris to Boulogne was greatly liked.

Network SouthEast News. David Brown. 178
More new EMUs: class 456 two-car units; 321 (including 322 for Stansted); Networker test unit; facelift for VEPs and multi-coloured class 73 electro-diesels.

'Coronation' Class No.46251 City of Nottingham climbing Camden Bank on 3l March 1962. R.C. Riley. Back cover upper.
Only a year or two before steam was banned from Euston and lines north thereof. The engine is painted in LMS Crimson Lake.

Rebuilt Royal Scot 46155 The Ranger... having arrived at Euston from Carlisle in 1959. P. Ransome Wallis. Back cover lower.

Volume 1 No.4 Summer 1989

October 1955 view of the Brunel train shed at Henley-on-Thames. T.J. Edgington, courtesy Colour-Rail. front cover
shows Twyford bound auto-train about to depart behind 14xx 0-4-2T No. 1456. The trailer is one of the fully panelled GWR types built before WW2.

A mid-1950s view of the 'Elizabethan' easing into King's Cross non-stop from Edinburgh behind Class A4 No.60030 Golden Fleece and passing the LNER signal box which lasted until the resignalling of 1971. C.C.B. Herbert. Facing Page 181.

150 Years of Boat Trains. H.P. White. 182-91.
On the class Dover/Folkestone route. The SER opened to Ashford on 1 December 1842 and extended to Folkestone on 24 June 1843. The Directors ran a special leaving London Bridge at 6 a.m, boarded a steamer at Folkestone which left at 9.09 was into Boulogne at 12.25 where there was a reception, and the party was back at London Bridge at 10.05 p.m. In 1844 the Indian Mails were conveyed on this route. They had been, or were to be conveyed by sea between India and Marseilles, being carted over Suez and sermaphored across France. A special costing £26 took the mails up to London from Folkestone. On 6 February 1844 the line reached Dover, and in 1849 a line was opened to Folkestone Harbour. The Sevenoaks cut-oof was opened on 1 May 1868 and the Charing Cross extension enabled boat trains to be extended into the heart of London. On 22 July 1861 LCDR trains began to operate into Dover and competition for the limited traffic became firece. The Admiralty completed a pier at Dover which greatly improved shipping arrangements. In 1899 the SER and LCDR merged as the SECR and boat trains were concentrated at Charing Cross. Dover Marine was completed in 1915 and following WW1 boat train traffic was concentrated at Victoria. The Pullman Golden Arrow began on 15 May 1929 and the Night Ferry commenced on 14 October 1936. Following WW2 these services were re-inaugurated. See letter on page 55 (2) concerning Britannia class..

Milko. T.W. [Smokey] Bourne. 192-8.
Very general survey of milk traffic into London, initially in churns (for which some special vehilces were built), and latterly in tanks (the tanks as such were owned by the dairy companies, but the chassis were owned by the railway companies. Page 194: see letter Vol. 2 page 116 by Stephen Duckworth: location was Highbridge station (SDJR) with churns brought in by Wilts United Dairies lorries (two of which were Albions). Other illus include official photographs of LMS chassis (4-wheel) with United Dairies milk tank and LNER 6-wheel milk tank and MR louvre-sided milk van No. 250 of 1881..

Self-Propelled GWR in the London Region. Michael Rutherford. 199-204.
Surveys steam railcars (rail motors) which Rutherford states had a good front end, had outside Walschaets valve gear, were designed by W. Pearce, and were subjected to dynamometer car testing in September 1904; most of those operating in the London area were based at Southall. Ther burned 20 lb/mile of coal. Auto-trains were introduced in 1905. Initially older tank engines were equipped and some were clad and some were painted in the colour of the coach/es. They burned 23.4 lb/mile of coal. Eventually these were displaced by the 54xx and 48xx (14xx) classes. The GWR ownership of electric multiple units jointly with the Metropolitan Railway is sometimes considered to be the sole venture of the GWR into things electric, but the GWR power station at Park Royal supplied the current for this line as well as for the Ealing and Shepherds Bush (Central Line). Contact was made with Beardmore & Co. by Collett in an endeavour to develop electro-diesels, but a report to the Locomotive Committee on 20 March 1929 shows that there was a lack of a suitably powerful diesel engine to adequate acceleration at reasonable cost. A letter from Stamp to Milne dated 20 January 1930 stated that the Beardmore DEMU on the LMS had been stopped on 69% of potential working days. The GWR diesel railcars were introduced on 4 December 1933. It is emphasised that these were "not as successful with footplate and shed staff as glossy publicity brochues would imply".Page 203: W15W at Thame: see letter by G.M. Wright in Vol. 2 page 54

Southern Carriages in BR days. David Jenkinson. 205-13.
The SR inherited very little gangwayed stock even from the LSWR. The LBSCR provided few lavatories whereas the SECR stock wasgood quality. The LSWR Ironside corridor stock influenced Maunsell design, but the better SECR bogies were fitted. The SECR Continental stock continued to be built, but in 1925 Maunsell standard stock began to emerge. Includes birdcage stock and Hastings slab-sided stock.

King's Cross. Michael Blakemore (captions). 214-17.
Pictorial feature: buffer stops with B1 Madoqua and "tired-looking" A3 Persimmon (C.C.B. Herbert); memorial to King George IV, Stirling single 4-2-2 No. 221 at main arrival platform;  1908 view of departure side looking towards buffer stops; simultaneous 4pm departures: 4497 Pochard on Coronation and 10000 on Leeds enetering tunnels (CCBH remainder); bomb damage 1941; 69580 on Hertford train, and 2596 Manna on Flying Scotsman viewed from above just before tunnels  . See letters by  A.C. Foreman and J.F. Aylard on page 55 of Volume 2.:

Charlie Smith and the London Freights. Bob Essery. 218-22.
Steam-hauled freight: a "reconstruction" of what firing must have been like during the 1920s on the overnight fast freight from London to Birmingham via the Midland route: Driver Smith had informed the writer of his experiences when working with him.

Underground Shuttles (Part 1: Surface Lines). J. Graeme Bruce. 224-7.
Includes South Acton to Acton Town,  where a special car with turret driving position was proposed, and some consideration was given to automatic operation; the initial services on the Uxbridge line where single cars sufficed; the Metropolitan units were later employed on the Stanmore branch; the West London line; the Chesham branch (including the use of GWR railcar No. 16 in March 1936 - illustrated). The unique push & pull operation using early Metropolitan Railway stock and LNER/BR push & pull equipped engines from Neasden is described. The ACV set was tried on the line. See letter by G.D. Towner on WW2 Rickmansworh shuttle (2, 55)

Outdoor Machinery Department, Parkeston Quay. John Bellwood. 228-33.
Posthumous contribution: equipment described include that at Whitemoor marshalling yard, the train ferry berth at Harwich, the problem of larger wagons on coaling plant hoists, and railbuses.

Platform South East. Correspondence. 234-5.
The James Clayton influence. M. Gaywood.
See page 122 for feature by Atkins. Argues that the chimney for the SECR N class was not "pure Derby", but was a standard SECR design already fitted to the L class, and could probably be traced back to a chimney designed by B.K. Field for the B class. In 1921 a new chimney was designed and fitted to most of the remaining SR output and tomany LSWR and LBSCR designs.
The James Clayton influence. P. Atkins.
See page 122 for feature by Atkins. Concedes that the N class chimney was not Derby inspired, but does not accept that NSR chimneys influenced the apperance of Stanier locomotives. David Jenkinson adds that Riddles commented that the appearance of chimneys was always a source for debate and stresses that he supported Atkins' assertion of similarities in appearance beween Derby and Ashford designed locomotives.
The James Clayton influence. L.R. Freeman.
See illustration page 122 of Lord Anson: date was September 1962, not as stated
Memories of King's Cross Goods. Andrew Emmerson.
See feature page 130: congratulations.
Wolverton and the Royal connection. Peter Johnson.
See feature by David Jenkinson page 148: writer takes issue on inter-carriage gangways: these were first introduced on Travelling Post Offices in 1857: see writer's The British Travelling Post Office in Railway World Annual 1988 and The British travelling Post Office (1985).
[Observations thus far]. J.F. Aylard.
Illustration (page 23) lower: not "going south" but "coming north"; feature on page 81 fails to mention GER and LMS 0-6-0Ts;  captions on page 133 K3 class introduced in March 1920; and that on p 134 fails to appreciate that P1 locomotives were not failures, and castigates Thompson for allowing their early withdrawal.: led to a response by Erwood (Vol. 2 p. 54)
North to Morden. Alan A. Jackson.
Corriegenda see feature page 164.
[Mainly SR headcodes]. Robert A. Perkins.
Refers to note from Bill Ashley Smith received by editor on page 171 concerning SR letter headcodes which implied different destinations on different sections.
Railways and Romford. Peter R. Davis.
See page 138 Although District electric trains did not reach Upminster until 12 September 1932, some District steam trains ran to Upminster until electrification reached East Ham on 30 September 1905, and there were the through Ealing to Southend services until 1939. Also steam trains ran over the electric lines in the early hours of the morning until AC electrification cut the links.

South East News. David Brown. 236-9.
Class 321 introduced on Liverpool Street to Cambridge service; singling of Brading to Sandown section on Isle of Wight in October 1988; notes on 1938 stock for IoW; freight developments within South East.

Index to Volume 1. 240

A 'milk empties' train is hauled by ex-SECR Wainwright Class C 0-6-0 No. 31575 past Stewarts Lane on 30th August 1958 on its way to Kensington Olympia. R.C. Riley. BackCover

1989/90 2 (1: Winter)

Rebuilt WC 34022 Exmoor at Vauxhall on Bournemouth train in 1964. Colour-Rail. front cover.

B12/3 61550 climbing Bretwood bank in October 1956. R.C. Riley. facing page 1.

Sussex Signal Boxes. Eric Kemp. 2.
Colour feature: Newhaven Town, Barcombe Mills, Rye, Barham and Wadhurst

Railways and the Spithead Reviews. J.N. Faulkner. 3-9.
History: notably those in 1902 and 1911, following Coronations of King Edward VII and George V, and George VI in 1937. Both the Royal train arrangements and other special traffic are surveyed.

The New Romney Branch. Stanley C. Jenkins. 10-16.
The relative proximity of Dungeness to Cap Gris Nez encouraged proposals for railways and piers (the beach shelved rapidly which assisted). An Act was obtained for a Lydd Railway on 8 April 1881 as an off-shoot of the SER. This envisaged northern extensions as far as Headcorn. This reached Lydd on 7 December 1881 and opened to Dungeness for passenger traffic on 1 April 1883. An Act of 19 June 1882 permitted an extension to New Romney which opened on 19 June 1884. The line was absorbed by the SER in 1895. An extension to Hythe was authorized in 1900, but was not implemented. From 1930 the New Romney "branch" became the main line and in the Spring of 1937 a deviation enabled Dungeness to be closed to passenger traffic and new stations to be opened at Lydd-on-Sea and Greatstone-on-Sea. During WW2 armoured trains hauled by F4 class 2-4-2Ts patrolled the line; nevertheless, one passenger was attacked. By 1962 DMUs were providing an excellent service, but Barbara Castle authorized the closure of the line to passngers on 6 March 1967. Illus. page 12: 2365 on passenger train at Dungeness: see letter by Hookham page 116. See letter by T.A. Thompson for anecdotes of working on line (page 115)

Long distance commuting from North of London. H.P. White. 17-24.
Commuting began much earlier south of the Thames, and predated railways in the case of Kew, Richmond and Greenwich. Diagram shows how places north of the Thames moved "nearer" to London in time between 1958 and 1988. This trend was especially strong in the case of places like Peterborough and Bedford. A further comparison is made between the ECML, WCML, Midland and Marylebone to Aylesbury services. See letters on page 117 by Neil Woodland and Ian D.O. Frew.

Underground Shuttles (Part 2: Tube Lines). J.. Graeme Bruce. 25-9.
Includes the steam service to Ongar, and the shuttle services to Aldwych and between Hainault and Woodford.

Colour-Rail on the Reading line. Ron White. 30-1.
GWR 6010 King Charles I with chocolate and cream train and arrival of slip coach from same train at Reading in 1947 (H.N. James); Star class 4012 also at Reading in 1936; 6128 at Ealing Broadway with pre-1938 Central line train behind, in June 1957 (D.B. Watkins),; 1504 at Old Oak Common on empty stock (J.B. Snell).

Pre-War evolution of Southern Electric carriages. David Jenkinson. 32-41.
Both suburban and mainline rolling stock. Illustratios: page 41 2HAL unit 2607 (with gas detector panel visible) leading stated to be "Gillingham train" was heading for Maidstone East (letter page 115) by Ed Thompson. Sound of different types of motor: letter by Robert A. Perkins on page 116.Letter by G.A. Hookham on page 116: trailer sets and variable comfort of 3-SUBs. See letter from M. Gaywood (with illus.) of set 1504 in May/June 1925.

Railway guns in Kent. D.Collyer. 42-9.
Railway guns from World War I used again in WW2 near Dover at Martin Mill and at Lydden; also railway involvement for fixed gun installation at St Margaret's-at-Cliffe

Shenfield to Southend. Ken Frost. 50-3.
History of line which opened on 1 October 1889 together with the branch to Woodham Ferrers and Maldon (West). proposals extended back to 1845 and included one in 1865 for a line from Brentwood to Southminster and Maldon. An Act was obtained on 16 July 1883 which stipulated that the lines to Southminster and Maldon must open not later than that to Southend. Gradients are surprisingly severe. The section between Wickford and Prittlewell was originally single track. Competition with the LTSR (see page) was severe. A Zeppelin brought down near Billericay was the source of excursion traffic during WW1 but damge during WW2 was severe. Woodham Ferrers to Maldon closed to passengers in 1939 and to all traffic on 1 April 1953. DMUs were introduced on the Southminster branch on 17 September 1956 and (DC) electic traisn reached Southend on 11 December 1956. More recent developments were not covered.

Platform South East: Correspondence. 54-5.
More on the Gresley P2s [P1 class 2-8-2]. Peter Erwood.
See page Vol. 1 page 235 by Aylard: Gresley's advocacy of 50 ton-capacity wagon and large freight locomotives could not be accommodated on railway of the time.
South London electrification. B.T. Cooke.
See Vol. 1 page 106 on differing systems inherited by SR: low acceleration rate of LBSCR trains.
GWR railcars. G.M. Wright.
See 1 page 203: writer was participant on railtours at Thame (as shown in illus) on 20 July 1952.
Past, present & future. F.B. Smith.
NLR built its own carriages: works remained visible from DLR near Devons Road.
King's Cross Main Line. A.C. Foreman.
See feature in Vol. 1 page 214.  Critices caption for stating that an A3 "looked tired".
King's Cross Main Line. J.F. Aylard.
See feature in Vol. 1 page 214: N2 69580 leaving Platform 14 not 16.
Boat trains. Lyndon W. Rowe.
See feature Vol. 1 page 182. Britannia Pacifics at Stewarts Lane were 70004 William Shakespeare and 70014 Iron Duke from October 1954 until 1958.
Underground shuttles. G.D. Towner.
See Vol. 1 page  224. During WW2 no direct trains from Watford (Met): replaced by shuttle to Rickmansworth.

The London Rail Studies. Jonathan Roberts. 56-7.
DLR and Jubilee Line extension proposals. See letter page 170 proposing Abbey Wood to North Woolwich service (via South and West London Lines)

South East news. David Brown. 58-60.
1938 tube stock for Isle of Wight; 321 class to Northampton and CIG modified with 319-type seating. Illus: page 59: decorative plaque of LCDR device on South Bank of Thames (Tate Modern in background) (R.C. Riley). See letter by Peter Thompson (page 117)

King and Castle at Paddington (Ranelagh Bridge yard). P. Ransome-Wallis. rear cover.

Volume 2 Number 2 (summer 1990)

7013 Bristol Castle heads the up Cathedrals Express near White Waltham on 4th August 1962. Front Cover.
Locomotive was originally 4082 Windsor Castle and identities were exchanged when 4082 was in Swindon for repairs when required for King George VI's funeral train in February 1952. By 1962 the locomotive had been fitted with new inside cylinders and a large lubricator. Colour-Rail

Class 202 Hastings DEMU 1012 is seen at Hastings in July 1982. Brian Morrison. Facing Page 61.
Commuting to London from the coast is one of the topics covered in this issue's selection of articles (page 81)

GWR railcars. R.C. Riley, 62.
W12W in carmine & cream livery in Sonning cutting on 17 September 1955; W34W parcels car (in plain carmine) leaving Padington on 30 March 1957, and W30W (DMU green) at Southall shed on 21 August 1960.

Holborn Viaduct, 1874-1990. Alan A. Jackson. 63-8.
The Holborn Viaduct Railway Company was incorporated on 13 July 1871 and opened on 2 March 1874. It had six short platforms for the City portions of trains detached at Herne Hill. Platforms at Snow Hill were opened on 1 August 1874 – these were renamed Holborn Viaduct Low Level on 1 May 1912. An hotel opened on 17 November 1877. During WW1 the station was a receiving depot for officer's kit whom had been killed in action. The SR transferred much of the mainline traffic to Cannon Street; closed Ludgate Hill on 3 March 1929 and had introduced the first-ever four-aspect colour light signalling on 21 March 1926. Electric trains ran to Orpington from 12 July 1925. It was badly bombed in 1941. A new office block replaced the remnants of the hotel from 9 September 1963 (the shabbiness behind was a vast contrast). A special train used to convey pupils from Christ's Hospital for a service in St Sepulchre's Church on St Matthews Day (21 September). The station closed on 26 January 1990. The author used the station for travel to Charlton Rectory when he desired a quiet journey. See letter by Marcus Gaywood on page 174 concerning illustration of "D1" which was an E1; letter by T.A. Thompson which shows how Ludgate Hill Station became visible briefly during reconstruction (Similar view by A.G. Denton in Backtrack 4 188). (see news item page 176). and letter by T.W. Bulpitt on remains of Fleet Prison.

Brighton Line Freight Part 1. J.W. Kirkby. 69-80.
Table gives statistics of LBSCR freight traffic (ton-miles) in 1871, 1880, 1900 and 1910. In aprt the feature reflects personal experience gained at Bricklayers Arms. Kirkby classifies freight into local stations, Willow Walk Goods Depot, from or two other railways and seaborne. There were two special gangs for handling round timber. Some household names were located on the Brighton lines. Livestock caused particular problems. The bulk of traffic handled at Willow Walk was "smalls". Traffic was exchanged with other railways - in many cases the exchaneges were made to enhance the mileage due to the forwarding company: thus traffic from the GWR for the LBSCR tended to travel via London, rather than be handed over at Salisbury. Arrangements for traffic from the northern lines were especially difficult as such traffic had to avoid the rush hour peaks. Kirkby mentions the dangers of yard shunting.  Part 2 on page 128. See also feature by Erwood on Vol. 1 page 130Illustration page 80 shows freight train passing under catenary: see letter by Perkins page 174

Live by the Sea and Work in London. John Young. 81-90.
Brighton and Southend were the earliest and the railways to these two locations were constructed with regular travel in mind. The area covered covered to include most of the Sussex, Kent and Essex Coasts, and following WW2 Bournemouth.

North of Watford. Ron White, 90-1.
Colour feature (Colour-Rail): 41220 leaving Watford Junction for St Albans in April 1955 (T.B. Owen); 8F 48469 (with Fowler tender) hauling bogie hoppers from Stonebridge Park power sation leaving Northchurch Tunnel ; 45540 Sir Robert Turnbull (apple green) with train in plum & spilt milk at Bletchley in July 1948 (H.N. James); 78063 on Bletchley train at Berkhamsted station on 23 July 1962; 41289 on Dunstable push & pull at Leighton Buzzard with 48657 on 10 May 1962.

The 1952 Tube Stock. Piers Connor. 92-5.
Planned but not executed apart from a few experiments made on exisiting stock and mock-ups. Some of the ideas, notably rubber primary suspension were incorporated within the 1959 stock.

Memories of a country goods station. Peter Erwood. 96-104.
Rayleigh Station on LNER Southend line: author moved there in 1938 from King's Cross Goods Depot (see Vol. 1 page bbb) and was there until outbreak of WW2. Writer notes that most of the traffic, other than coal, had been concentrated at Southend, and the absurd statistical returns. See letter by T.A. Thompson which describes clerical methods at Folkestone Junction at same period. (page 174).

St Pancras. David Jenkinson. 105-10.
Photo-feature with brief sketch of Midland Railway's expension, rather than a history of the station (see Jackson). Northern end with class 5s (LMS and BR) and Jubilees waiting departures (P. Ransome-Wallis); train shed complete, platforms under construction in 1868; early view of completed train shed; original perspective drawing of exterior by Sir George Gilbert Scott, entrance to Midland Grand Hotel with Electromoble tractor hauling supplies for hotel; track plan c1958, and of undercroft; MR official view of north of station,one including 118 class 4-2-2 No. 125, and booking hall as in 1912 and in 1988.

Royal Arsenal Railways. Tom Middlemass. 111-14.
An iron-plated horse-drawn tramway had been santioned in 1824 but was obsolete by the 1860s and led to 18 inch gauge tramway which opened on 10 January 1873. Steam motive power was inaugurated by Manning Wardle 0-4-0ST Lord Raglan (353/1871). Includes tables of locomotives acquired between 1875 and 1954 (ng) and 1959 (sg), and steam locomotives in-stock in 1920. Hornsby (one caption states Hornby!)/Ackroyd paraffin/diesel narrow gauge locomotives were acquired for the more hazardous areas, and on some steam locomotives oil-firing was adopted. During WW1 locomotives were borrowed from the NER, GER and MR. In WW2 Y7 984 was used for a time before being sent to ROF Cardonald. Same author briefly examined the 2-6-0/2-6-4T manufactured at Arsenal in aftermath of WW1 in Backtrack, 4, 148. See also page 170 (2.) and book by Mark Smithers

Platform South East: Correspondence. 115-17.
[P1 2-8-2 performance]. G.W. Goslin
Includes an extract from the LNER working timetable covering the working of 100 wagon trains with P1 class. Writer notes that loads were greater than those conveyed behind LMS Garratts (87 loaded) and also notes the similarity in dimensions with 9F 2-10-0. The lack of further building was probably due to availability of cheap ROD 2-8-0s. Correspondence inspired by statement made by Erwood's feature on King's Cross Goods Depot. (page 130).
The New Romney branch. T.A. Thompson.
Reminiscences of work as junior clerk at Lydd Town and New Romney during 1940/1. At Lydd a great many live chicks were despatched and at New Romney there was a large inwards traffic in scaffolding poles to be used to protect the beaches against invasion. See page 10.
The Pre-War evolution of Southern Electric carriages. F.B. Smith.
Feature on page 32 causes writer to query the distinctive odour of SR electric rolling stock which was absent from EMUs north of the Thames. See response from Alan Jackson on page 174.
The Pre-War evolution of Southern Electric carriages. Ed Thompson.
Feature page 32: illustration page 41: 2 Hal passing Otford is heading for Maidston East not Gillingham.
The Pre-War evolution of Southern Electric carriages. Robert A. Perkins.
AC and DC trains shared same tracks between Victoria and Streatham from 3 March to 21 September 1929 (see feature Vol. 1 page 106): also noted the different sound made from Eastern Section English Electric Dick Kerr motors from South West Metro-Vick motors (see page 32)
The Pre-War evolution of Southern Electric carriages. G.A. Hookham.
Cites also feature on New Romney branch (page 10): illustration page 12 of 2365 must be later than date stated and was probably 1936/7. See page 32: the 2-car trailer sets had no hand brakes and the compartments varied greatly in width from half compartments to very wide. The interiors of the 3SUBs varied greatly: the ex-LBSCR vehicles had narrow compartments with hard seating. In the late 1930s some units were equipped with new, softer seating.
The Pre-War evolution of Southern Electric carriages. M. Gaywood.
Letter with illustration showing new set 1504 in May/June 1925 in original (but brief) 4-car configuration on Crystal Palace (HL) branch: see feature page 32.
Freight and milk traffic. Stephen Duckworth.
See feature on p.192: illus page 194 was of up platform at Highbridge on SDJR.
Long distance commuting. Neil Woodland.
See page17; if GCR route had survived would Brackley be as busy as Huntingdon? Extremely poor service from Marylebone to Banbury at that time.
Long distance commuting. Ian D.O. Frew.
See page 17: outer limit for commuting well beyond Network SouthEast boundary: Grantham/Doncaster, Sutton Coldfield and other parts of the West Midlands.
Decorative plaques. Peter Thompson.
See illustration on page 59: plaques restored by Express Newspapers.
South London Line. R.C. Riley.
Atlantic Road Bridge at Brixton was replaced in 1989: illustration of original bridge with former LBSCR high voltage 2-car set crossing on 11 October 1953.

The Hampshire Rail Partnership. Michael Kennett. 118
Restoration of stations (St Denys and Southampton Central (mural) illustrated) and conservation of nature in countryside.

South East News. David Brown. 120
Introduction of 321 class on Northampton and Anglia lines, North London Line facelifts and realignment of Thameslink route through City.

A pure Great Western branch terminus, Marlow on 7th July 1962. Back Cover.
Still surviving as a basic railway with a bus-shelter only some 100 yards farther towards Bourne End, In 1962 there was a minuscule shed for overnight stabling of the l4xx tank, a goods yard (with a deal of timber traffic), run round loop; all the trimmings. The paint-stricken auto-trailer (with wooden destination board) is W227W of the 1951 batch. Colour-Rail

Volume 2 Number 3 (Winter 1990/1991)

Class A2/3 No. 60500 Edward Thompson at Potters Bar in May 1961. front cover
with up "parliamentary" all-stations Grantham to King's Cross train , with the leading van an ex-SR GUV. Colour-Rail.

Class N7 0-6-2T No. 69604 approaches Liverpool Street with Chingford train in October 1958. R.C. Riley. Facing Page 121.
Locomotive built Stratford in 1921 Unusually, engine was chimney first into the terminus; a few weeks later it was turned for the climb up Bethnal Green bank. An article on Liverpool Street started on page 156 of this issue.

Summer Days on the West London Line. R.C. Riley. 122.
Colour feature: H2 32424 Beachy Head at Kensington on Hastings to Leicester train on 18 August 1956; 8756 on train of insulated meat containers at North Pole Junction on 8 May 1959; 41292 on train of milk tanks at Kensington Olympia on 6 August 1960.

Winkworth, D.W, Attempts to torpedo the Merchant Navy class. 123-7.
Difficulties between the Ministries of Labour and Transport, the Railway Executive Committee and the Southern Railway over the construction of the Merchant Navy class during WW2 as researched through the PRO files. The Government officials were liable to describe the locomotives as "deluxe passenger classes". Attempts by the Ministry of Labour, through its inspectors notably Mr Button and Mr A.L. Mieville, to disrupt the manufacture of the "de luxe" express locomotives at Eastleigh. At one stage the Ministry of Labour produced a 27-point indictment of the design. Politicians involved included the Minister: Ernest Bevin. Missenden was involved in the responses, and Sir Alan Anderson as Chairman of the Railwa\y Exceutive Committee got caught up in the exchanges. 

Brighton Line Freight. Part 2. Dick Kirkby. 128-35.
Part 1 was on page 69

Southern Commuting in the Blitz. J.N. Faulkner. 136-44.
From Surbiton via Waterloo to City: journeys were greatly interupted by bomb damage at Clapham Junction and elsewhere in 1940/1. Journeys were made via Wimbledon and Holborn Viaduct (where Churchill was seen on way to boarding Pullman special to inspect coastal defences (see letter by bbb on page mmm) who had clearly arrived on same train and seen Churchill. Journeys were also made via Richmond and North London Line (on one run the line to Broad Street was just reopened and saved the commuter a bus journey in from Dalston Junction. Writer also notes how newspapers and mail services to West of England were severely delayed. There were even diversions of LSWR line expresses into Victoria. Durnsford Road power stration received a direct hit and this caused further difficulties to electric services. To assist the Brighton Section lent Atlantics and J class 4-6-2Ts. See letters by Pott,

Railway memories of Docklands. Clifford Wright. 145-55.
It is what it says it is: memories rather than history, mainly during the period that class 1 (82xx and 84xx) and class 31 diesel-electrics were in use: includes some mention of PLA lines and Tilbury Docks. Illustrations include two reproductions (in colour) of Railway Clearing House maps of 1906, and illus. (both colour and b&w) mainly by R.C. Riley of PLA locomotives and BR services within area including NLR 0-6-0T 558859.

Liverpool Street between the Wars. Harry Wratten and Ernest Wratten. 156-61.
Train services tended to arrive and depart from clearly defined groups of platforms: Chingford and Enfield  services used the westernmost platforms; Southend line trains used the easternmost, and mainline services those in the centre. Motive power and rolling stock are described. Authors note arrival of B17 class. See letters on page 234 by Geoff Pember; Lyn D. Brooks and J.B.G. Parker. Further letter by A.M. Fisher in Vol. 3 page 120 concerning noise from Westinghouse pumps, but extremely rapid deceleration which system allowed.

Dover's Promenade Railway. D. Collyer. 162-9.
Completed in July 1918–the closure of line through Folkestone Warren may have been spur to construct line. Line closed 31 December 1964. See letter by J.R. Anning.

More thoughts on Woolwich Arsenal. Mark Smithers. 170-3.
See also feature page 111:  writer (who wrote a book on 18 inch gauge systems, mainly  at Woolwich Arsenal) notes that a system was in existence in 1824, but that this was replaced by an 18 inch gauge system (tramway or railway) on "10 January 1873", although this date may be questionned. A Beaumont compressed air locomotive (with complex compound cyclinder arrangements to be used as pressure lowered) is mentioned, but this appeared to operate on standard gauge lines. Quotes Mike Sharman's The Crampton locomotive as source. Divides 18 inch gauge locomotives as of two types: those operated within Arsenal, and those intended to serve trenches in event of wars. The former were supplied by Manning Wardle (353/1871) Lord Raglan to Arquebus (1130/1889). These were supplemented by the products of Vulcan Foundry and Hudswell Clarke between 1884 and 1915. The strategic reserve locomotives were of the 0-4-2 tank types.

Platform South East: Correspondence. 174
Brighton Line freight. Robert A. Perkins.
Refers to illustration on page 80: writer considered that the catenary shown extremely well in illustration, was highly resistant to gales and snow storms; also notes the poles carrying the cable run from, Deptford power station.
Holborn Viaduct, 1874-1990. Marcus Gaywood.
See feature on page 63 where E1 is described as a D1
Holborn Viaduct, 1874-1990. T.A. Thompson.
See feature on page 63: During redevelopment (see 176) remains of Ludgate Hill Station became visible (illustration). Letter also relates to feature by Peter Erwood on work at Rayleigh prior to WW2 (see page 96), and states that clerical methods at Folkestone Junction were very similar at same time.
Holborn Viaduct, 1874-1990. T.W. Bulpitt.
See feature on page 63: railwayman showed writer remains of Fleet Prison.
The Pre-War evolution of Southern electric carriages. Alan A. Jackson.
See letter by F.B. Smith on page 115. In Jackson's opinion the distinctive odour of SR EMUs was due to solid deodorizer blocks in lavatories, or ozone from the motors [KPJ suspects latter was more common]

The Ludgate Project. R.C. Riley. 176-7.
Black & white photo-feature: diversion of trains out of Holborn Viaduct Station and construction of City Thameslink Station; demolition of bridge across Ludgate Hill and construction of 1 in 29 ramp up to Blackfriars.

Steam Returns to the Met. Frank Goudie. 178
8 July 1989: Chesham to Watford using Metropolitan Railway No. 1

Solent Link Electrification completed. David Brown. 180
On 14 May 1990: covers lines from Eastleigh and Southampton to Fareham, Havant and Portsmouth.

46207 Princess Arthur of Connaught leads a substantial up Liverpool express at Kenton in September 1961. Back Cover
The locomotive was the only 'Princess Royal' allocated to Camden and was regarded as something of a pet at the shed. Colour-Rail

 Volume 2 Number 4 (Summer 1991)

L1 2-6-4T No.67767 heads an up empty stock train through Wood Green on 13th September1958. R.C. Riley. Front Cover.
leading coach is a Gresley Corridor Third Brake.

BR 'Standard' locomotive No.75065 pulls into Chatham with a a down train. F.W. Ivey. Facing Page 181.

Class 50 with proper train in NSE livery on West of England Line. Hugh Dady. 182.
Colour illustration: train passing barn conversion in midst of gorgeous landscape.

The Tendring Hundred Railways. K.A. Frost, 183-9.
On 29 March 1843 the ECR had become stuck at Colchester, but a branch to Hythe was opened to freight on 31 March 1847. The Tendering Hundred Railway was promoted by William Hawkins, a local timber merchant, but following his death in 1868 the Chairman became John Chevalier Cobbold of the EUR and the Engineer was Peter Bruff. An Act was obtained on  3 June 1862 and a further one on 13 July 1863. The initial extension was to St Botolphs, and this was followed by openings to Wivenhoe in May 1863, Weeley on 8 January 1866, Brightlingsea on 18 April 1866 (covered more fully in The Album on page 22); Walton on 17 May 1867. Thorpe to Clacton was the subject of a separate Act (2 August 1877) was reached on 4 July 1888. The lines were absorbed by the GER on 1 July 1883. Also mentions the Mistley, Thorpe & Walton Railway which was incorporated in 1863 (see letter from A.G. Hunt (3 60), and abandoned in 1869 following some work. All were single track, but double track reached Wivenhoe by 1886, Thorpe in 1898 and Clacton in 1941. A deviation had had to be made between Frinton and Walton in 1930 to avoid coastal erosion and a new station was opened at Clacton on 30 November 1929. From 1938 the Thorpe to Walton section was worked by the diection lever system which avoided the issue of tokens. Feature on Frinton station in Great Eastern Journal (110) 17. Great Bentley described in Great Eastern Journal (111) p. 24. Services were promoted by the GER. Services outlined include the Clacton Pullman and the Eastern Belle, and the Clacton Interval Service which latterly was operated by Britannia Pacifics. The lines were used to break in the new AC electrification completed in March 1959. Flooding was severe in 1953 and in some earlier years. Charles Phillips adds information about accident at Great Holland and motive power (3 -60). Short colour feature by Nisbet Backtrack 17 page 232.

Sutton — a suburban railway junction. Dick Kirkby. 190-7.
The Croydon & Sutton Railway opened on 10 May 1847 by which time it had become part of LBSCR. In 1865 it became a junction with the opening of the Epsom Downs branch. By 1867 the line had been extended to Horsham and in October 1868 Sutton was connected to Peckham Rye via Streatham, and was on the mainline to Portsmouth. The station was very busy with splitting and joining trains, but push-pull working was introduced in 1906 not only on the Epsom Downs branch but also to a wide variety of destinations. The line was quadrupled to Cheam and on 1 April 1925 AC electric trains reached Sutton, to be followed in 1928 by DC trains to Epsom Downs. The Wimbledon to Sutton line, authorized by the Dictrict, but transferred to the SR, opened on 5 January 1930. The Portsmouth & Bognor electrification greatly reduced steam workings in 1938. Train services are covered in detail, and the former milk traffic is mentioned. Illustrations include one of a milk train hauled by C2X 32445 (Lens of Sutton); the SECR Royal Train headed by Royal T9 119 on 24 July 1939 (J.R.W. Kirkby); I3 3027 "as pilot" to H 1552 on Derby Pullman special on 24 May 1939 (JRWK) and Hudswell Clark 0-6-0ST Sir Robert McAlpine No. 56 at work on Wimbledon to Sutton line.

The 'Gin and Toffee' line. Christopher Awdry, 198-205.
Elsenham & Thaxted Light Railway: originally conceived as narrow gauge. Great difficulties were experienced in raising capital, and although the fisr sod was cut on 25 July 191 it did not open until 31 March 1913 following an inspection by Lt. Col. F.G. van Donop on 28 February. Following a great cut in services during WW2 passenger traffic never recovered and ended on 13 September 1952 to be followed by freight on 1 June 1953. Well illustrated. Sir Walter Gilbey of Elsenham Hall was the gin and George Lee of Thaxted the toffee.

Paddington empty stock working. R.C. Riley. 206-13.
Mainly that during holiday peaks in the 1950s.

Jackson, Alan A. The Thanet and Kentish 'Belles'. 214-16.
Thanet Belle introduced on 31 May 1948: 11.30 Victoria to Ramsgate via Margate (Saturdays only 3.05 departure) with return at 17.05 and 18.15 on Saturdays. Renamed the Kentish Belle 1951 witrh through carriages for Canterbury (for this year only). Service ended with electrification on 14 September 1958. See addenda by author Vol. 3 page 60..

Splicing of SE&CR electric stock. H.C. Hughes. 218-19.
730 ex-SECR four and six-wheeled stock converted: compartments varied in width. Includes skeletal plan: see Vol. 3 page 76 for similar operation on LSWR stock.

Seven stations in one mile. H.P. White. 220-4.
Farringdon to Blackfriars with stations at Snow Hill, Ludgate Hill. Notes former freight carried, competition from trams and CSLR, and reincarnation as Thameslink. See letter from E.G. Wootton (3-60) concerning final developments at Holborn Viaduct.

Underground rolling stock depots. J. Graeme Bruce. 225-33.
Survey: from the very small (Drayton Park and London Road) to the vast (Northumberland Park and West Ruislip) and including the never connected Aldenham. Pre-Stratford! See letter concerning Upminster Depot in Vol. 3 page 172.

Platform South East: Correspondence, 234
Southern commuting in the Blitz. G.A. Pott.
See page 136: season ticket holder between Cheam and Holborn Viaduct during 1940-2; many interuptions but he never failed to get to work or to return home, although sometimes buses were provided. One journey was via Mitcham Junction and West Croydon and another was a three coach train hauled by I3 2030 as far as Selhurst. On 12 September 1940, like Faulkner, he saw Churchill.
Liverpool Street between the Wars. Geoff Pember.
See page 156: writer regularly used 4.58 fast to Chingford. Notes last journey in a 4-wheel set was on 5 January 1931. Liverpool Street was very noisy due to Westinghouse pumps.
Liverpool Street between the Wars. Lyn D. Brooks.
See page 156: platforms 9 and 10 never extended as stated (built that way); the western lines under Bishopsgate were "suburban" not "local" (which were centre lines); details of jazz stripes; GER 2-4-2T and 0-4-4T classes were not diminutive; locomotive stock was highly standardized not "motley"; 2800 was built by NBL not at Darlington; the N7 class was powerful.
Liverpool Street between the Wars. J.B.G. Parker
See page 156: F5 and F6 classes were around for a long time and lasted at Woodford until end of steam.  
Dover Promenade Railway. J.R. Anning.
See page 162: Writer saw railway being constructed (diagram shows how) and had vivid memories of line in operation.

More new units for NSE. David Brown. 236
Classes 456 and 319/1.

West of England Line changes. David Brown. 237
Class 159 DMUs to replace proper trains on Waterloo to Exeter line.

Piccadilly Stock trial refurbishment. Brian Hardy. 239
Two colour illustrations: notes the effects of King's Cross fire and the provision of extra space for luggage for passengers to Heathrow.

No. 45676 Cardington leaves Northchurch Tunnel with the 17.27 Euston-Rugby on 15th May 1964. J.P. Mullett/Colour-Rail. Back Cover

1991/2  3 (1: Winter)

7808 Cookham Manor at Redhill with four Maunsell green coaches in Spring 1963. D.W.K. Jones. front cover.

34014 passing through Gravesend on diverted Ramsgate to Charing Cross train on a Sunday in 1959. Fred Ivey. 1

Keeping London's fires burning. John N.Young. 2-9.
Coal traffic for London, especially that handled by MR, GNR, and LNWR and over West London Railway/West London Extension Railway and over the Metropolitan Railway/LCDR to coal depots South of the Thames.

The Meon Valley Railway. Edwin Course. 10-17.
Strategic railway probably prompted by arrival of DNSR with its threat to Southampton traffic. Opened 1903, connecting Alton with Fareham. May have been strategic in military sense as provided direct route from Aldershot to South Coast for possible war with France, but author could find no evidence for military funding. See letters by Peter Johnson and J.F. Burrell on page 120.

Atkins, Philip. More light on the Bulleid 4-6-2s. . 18-24.
During last 18 months of Maunsell's tenure Percy Bollen produced alternative designs for electric locomotives in Bo-Bo, 1-Bo Bo-1, 1A-Bo-A1 and Bo-Bo-Bo configurations. Bulleid conisdered many designs for 4-6-2, 2-8-2 and even 4-8-2, and as alternatives to Q1 Austerity both 4-6-0 and 2-6-0 designs. The influence of Gresley P2 and V4 designs is considered.

Night Turn at Faversham 'B'. Tony Endersby. 25-9.
Describes work at the signal box just prior to the introduction of electric trains, when it controlled not only the junction between the Dover and the Thanet lines, but also access to the freight yard and locomotive depot.

Willesden Shed. Ron White. 30-1.
Colour-Rail colour feature: two views of north end (more detailed shows 45529 Stephenson and 45538 Giggleswick) (both J.P. Mullett); 49413 under makeshift electric wires at south end of shed, 46221 Queen Elizabeth (JPM), 10000 in April 1961.

Ups and downs of an elevated Line. H.P. White. 32-9.
South London Line built under an Act of 30 June 1862 by LBSCR in conjunction with LCDR. LBSCR high voltage electrification from London Bridge to Victoria. The then recent iniative by Network South-East.

To Deepest Essex in 1959. Alan A. Jackson. 40-5.
Railway Club tour on 12 September 1959 using buffet car train from King's Cross to Cambridge, onwards by DMU to Bartlow, special to Saffron Walden, bus to Audley End (due to failure of German railbus), train to Bishops Stortford, special (in wagons) to Braintree (and back), thence slow to Liverpool Street. See letter by F.B. Smith on page 120.

The East Kent Light Railway. David G. Collyer. 46-55.
Coal was basis for line: coal found in 1882. Kent Coal  Concessions Ltd sought Light Railway Order in May 1910, granted to East Kent (Light) Railway Co. on 19 June 1911. Temporary railway to Tilmanstone Colliery whilst Golgotha Tunnel under construction. Map.

Hounslow to Hammersmith. Tim Edmonds. 56-9.
Basis for this was the LSWR branch to Kensington to Richmond via Hammersmith and Turnham Green opened in January 1869. The Metropolitan District Railway wxtended its line from Earls Court to Hammersmith in September 1874 and in June 1877 forged a link onto the LSWR line to provide a service to Richmond, and in July 1879 built a new line to Ealing from a junction with the LSWR at Turnham Green. In May 1883 the locally-promoted Hounslow & Metropolitan Railway opened between Mill Hill Park (now Acton Town): this was worked by the District. The convoluted story of minor extensions and diversions in Hounslow would have gained if a map had been provided. The line was quadrupled by the LSWR and District as far as Turnham Green in 1911 but the LSWR withdrew its passenger service in June 1916. The route is described as it was at the time of publication.

Letters . 60.
The Tendring Hundred Railways. A.G. Hunt.
See feature on page 183 (Vol. 2): some of the material was provided by Bernard Davies (notably on train services in the 1898 to 1903 period). The extra material on the Mistley, Thorpe & Walton Railway is due to a publication by Thomas B. Peacock (1946: Ottley 6981).
The Tendring Hundred Railways. Charles Phillips.
See feature on page 183 (Vol. 2): serious collision on 16 January 1931 at Great Holland; BB 34059 used experimentally in 1949; use of diesel power; electric through services to Liverpool Street in summer timetable of 1962 (using non-corridor stock); considered use of class 81.
Seven stations in one mile. E.G. Wootton.
See feature in Vol. 2 page 220 Mainly changes to the approaches to Holborn Viaduct during its final period.
The Thanet and Kentish Belles. Alan A, Jackson.
Corriegenda to feature by writer on page 214 of Vol. 2: concerns names applied to Battle of Britain class locomotives, and the date and composition of the inaugural train.

4956 Plowden Hall at Oxford with train for Wolverhampton on 15 August 1959. R.C. Riley. rear cover.

1992 3 (2: Summer)

The fruitless quest. Philip Atkins. 62-7.
The frustrating period of steam locomotive design on the Southern during Maunsell's tenure when William Glynn Hooley, Leading Locomotive Draughtsman, drew up plans for many projects which remained unfulfilled , including an initial design for the Schools class, with taper boiler, various designs for 2-6-2 (post the Sevenoaks accident these were doomed to failure) and 4-6-2, and for several variants based on the Lord Nelson class, including a compound version. See letter by E.S. Youldon on page 177 concerning outside admission piston valves and on experimental LN boiler which latterly was equipped with at least one thermic syphon.

By rail to Surbiton. John Spencer Gilks. 68
The London & Southampton Railway (Act 25 July 1834) was compelled to avoid Kingston and had to be content with a station at what became Surbiton. Services started on 21 May 1838 to handle Derby Day traffic. The line was renamed the LSWR in June 1839. A township developed on the hill near the railway. This was named New Kingston, New Town and Kingston-upon-Railway before becoming Surbiton. Land values rose. In May 1840 the railway reached Southampton. Both the GWR and LCDR attempted to get into the area, but the LSWR opened a line from Twickenham to Kingson bridge under powers granted in 1859, and extended in 1860 to cross the Thames. Kingston was reached by this route on 1 July 1863 and the line was extended to Wimbledon. On 1 April 1864 quadruple track reached Surbiton. The Kingston Loop was electrified in 1916. Between 1960 and 1964 a motorail service opearted from Surbiton to Okehampton.

Steam to electric — LSWR style. H.C. Hughes. 76
Rolling stock conversions begun by LSWR and policy continued by SR. Unlike the SECR stock (see 2 page 218) this was based on bogie stock and the brake thirds were convereted into motor driving thirds with the distinctive torpedo wedge front.

The Bexleyheath Line. Frank Goudie. 80
The line was promoted by local landowners as the Bexley Heath Railway from Blackheath Junction (originally Lee had been considered) to Crayford Creek Junction. William Rigby of Calverton was the contractor. The line opened on 1 May 1985 and was absorbed by the SER in 1900. It was electrified in 1926. There is a sharp curve at Eltham where the line would have gone straight ahead to Lee. This was the site of a serious accident. The author commuted on the line from 1952 [KPJ did between c1946 and 1949]. The author remembered the former saloon firsts, the quaint antiquity of the stock (he does not mention the site for the former gas lamps); the LSWR units, The Queen of Sheba units, the double-deck units, the platform lengthening to take 10 cars completed on 14 June 1954, the EPB units, the fine architecture at the now closed Eltam Park, the new Eltham station built in connexion with the Rochester Way Relief Road, steam-hauled excursions, mainline diversions and the use of electro-diesel locomotives in the winter of 1991 to keep traffic moving. Corriegenda on page 177: including failure to note services via Nunhead to Holborn Viaduct

Tilbury Riverside Station. Clive Berridge. 87
The LTSR was promoted by the ECR and London & Blackwall Railway by an Act of 1852. Its primary aim was to capture traffic to the North Kent resort of Gravesend. It opened to Tilbury Fort in April 1854. Tilbury Docks were formally opened on 17 April 1886. On 16 May 1830 Ramsay MacDonald opened a new landing stage and railway station designed by Sir Edwin Cooper. See letter by Denham Ford on page 176.

Maunsell. R.C. Riley. 90-1.
Colour feature: N 31404 on Ramsgate to Victoria extra at Shortlands Junction on 2 August 1958; LN 30857 Lord Howe on Greek Line cruise special nearing Southampton Docks on 26 June 1959; 30901 Winchester ex-works, Ashford on 20 June 1960; 30796 Sir Dodinas le Savage at Brighton on RCTS working to Victoria on 13 April 1958; U1 31897 on empty stock working passing St Mary Cray on 16 May 1959 (Whit Monday).

The slam door legacy. Reg Harman. 92-7.
"Multiple-door suburban stock offered one overwhelming advantage: it allowed very large numbers of people to board and alight rapidly". Slam door stock needs a guard, offers safety problems and lowers passenger comfort. Table shows gradual movement towards power-door stock both north and south of Thames. See letters on page 176 by Lyndon W. Rowe, F.B. Smith and M.F. Wadman.

Steam's final years South of Peterborough. Eric Sawford. 98-103.
Author was observer mainly at Huntingdon, and his duties included despatching and receiving mail via the TPO services. He was also able to observe the night parcels trains. Locomotives see included the W1, and for a short time the L3 class for coal traffic to Little Barford (these lacked brake power). Both LMS and BR class made brief appearances in connection with AWS tests.

The East Kent Light Railway. David G. Collyer. 104
Post 1931: the SR insisted upon changes in the Board and consideration was given to completing the extensions to Deal and Canterbury. By the late 1930s very few passngers were carried and one anecdote shows that staff did not really expect any. Maintenance methods for locomotives were primitive and track maintenance was minimal. WW2 saved the line from closure, but made conditions hazardous for the footplate staff. Includes memories from former staff.

The Metropolitan Pullmans. J. Graeme Bruce. 111-13.
Agreement between Pullman Car Co, and Metropolitan Railway made on 1 April 1909 and services began on 1 June 1910 with cars named Mayflower and Galatea (named after yachts in the 1886 America's Cup). The service survived takeover by the LPTB and only ended with WW2. See letter from J.L. Smith on page 177 concerning disposal of vehicles during WW2, and further letter on page 238 by Charles Long disputing this and stating that cars had only 19 seats.

Train to take-off. H.P. White. 114
Development of airport facilities from Shoreham Airport Halt, through the huge development at Gatwick, the failure of Lullingstone to develop, to Stansted. See letter on page 177 from G.J. Child concerning trains connecting with flying boat services on Southampton Water, and letter by Wadman on services to Gatwick.

Letters. 120.
The Meon Valley. Peter Johnson.
See feature on page 10: Notes that the line became a light railway following closure to enable development of Sadler Rail Coach.
The Meon Valley. J.F. Burrell.
See feature on page 10: Final timetable gave a very poor service. Notes on closure of Privett signal box.
Liverpool Street. A.M. Fisher.
See Vol. 2 page 156: commuting to Woodford Green 1934 style: notes how Westinghouse brake enabled very rapid stopping.
To deepest Essex in 1959. F.B. Smith.
See feature on page 40. Acrow Halt on Saffron Walden branch opened on 25 March 1957.

Volume 3 Number 3 (1992/93 Winter)

BR Class 2MT 2-6-2T No.84021 leaves Ramsgate with an Ashford train in March 1959. R.C. Riley. Front Cover
Note the 1926 carriage shed at left.

Southern Electric at Blackfriars – the view from an approaching train in the late-fifties. Fred Ivey. Facing Page 121.

South For Sunshine.  J. Faulkner. 122-30.
Excursions organized by Restall's Trips, an agreement had been reached with this company by the SR in 1924 and it remained in force until 1939, and the National Sunday League. The latter even ran trains during the summer to Plymouth, but in the winter most of the excursions used ordinary scheduled trains. Excursions were run betwen Portsmouth and Chatham (and Sheerness) for Naval families and for a brief period in 1939 electric traction was used on these services. The Ramblers Association provided excursions for walkers, and for sketching, and one was run for cyclists.

The Tilbury Line. K.A. Frost. 131-9.
The LTSR, as it became had odd origins: its was promoted by two odd companies: the ECR and the London & Blackwall (the latter remained independent until 1923). Few companies were promoted by more than one company and even feweer then leased the line to the contractors (for 21 years). An Act was obtained on 17 June 1852 and the contractors appointed were Peto, Brassey and Betts. The line began from a junction with the ECR at Forest Gate and the line reached Tilbury on 13 April 1854. Fenchurch Street was enlarged on 19 November 1853. Stanford-le-Hope was reached on 12 August 1854. Originally the line had intended to run along the foreshore at Southend but an Act of 3 July 1854 provided an inland route (with severe gradients). A branch to Thames Haven opened on 7 June 1855 and Southend was reached on 1 March 1856. An Act of 7 July 1856 empowered a link from Barking to Gas Factory Junction and provided perpetual running powers into Fenchurch Street: this opened 31 March 1858. A Special Meeting held on 17 December 1861 sought an Act granted on 16 May 1862 for the line to become a separate entity . On 20 March 1867 the LNWR and NLR were granted running powers throughout the LTSR system. A Bill was sought in 1875 for a London, Tilbury, Dartford & Kent Coast Railway to tunnel under the Thames and connect with the SER and LCDR (the LNWR was interested in this venture). The original lease expired on 3 July 1875 and the GER was unwilling to take it on. Arthur Lewis Stridge became Resident Engineer and General Manager, a Director in 1899 and Chairman in 1906 and arranged the final transfer to the MR. An, Act of 24 July 1882 provided powers for the direct line (which opened to Upminster on 1 May 1885, and throughout on 1 June 1888), an extension to Shoeburyness (opened 1 February 1884). Tilbury Docks were formally opened on 17 April 1886 and Southend grew, aided by the GER route on 1 October 1889. Grays to Upminster (see also page 1-138 and Album page 72 opened on 1 July 1892 and Upminster to Romford (see 1-138) opened on 7 June 1898. Further lines of great significance were the Tottenham & Forest Gate Railway (a LTSR/MR joint venture) linking into the Tottenham & Hampstead Junction Railway (MR/GER Joint); the Whitechapel & Bow Railway (LTSR/District joint) and the quadrupling to East Ham in 1902. In February 1911 the line was takenover by the MR. See letter by Cockman (page 238) concerning caption on page 133: locomotives not as stated; also writer was commuter in pre-WW1 period

[Closed] Home Counties Branch lines. Western Region. 1. R.C. Riley. 140-1.
Photo-feature: Uxbridge Vine Street with 1443 on auto-train on 20 July 1952; 1462 on auto-train on same day as previous but at West Drayton with train for Staines; 7436 at Fairford on 14 May 1951; Cholsey & Moulsford on 14 May 1951; and Wallingford on same day with 1447 outside shed and auto-trailer in platform.

Tonbridge and Dover in the Early Fifties. H.P. White. 142-9.
Argued that timetable was firmly routed in that for 1938. SR working was based on three and four coach sets plus 13 Wainwright brirdcage long sets for holiday traffic and 38 push & pull sets. Notes the operating difficulties of the Easrern Section. Includes the odd workings for newspapers, mail, The Night Ferry and The Golden Arrow and through trains from other regions. Page 143: illus of L class at Tonbridge with Birmingham to Margate train formed of 10 car Maunsell stock plus LMS ariculated unit at the front. See letters on page 238 from F.B. Smith concerning shunting involved for making up sets for specific workings and Bob Ratcliffe on early BR liveries (plum & spilt milk not used on Eastern Section services).

Clapham Junction. R.C. Riley. 150-1.
Colour feature (R.C. Riley unless stated otherwise): S15 30501 on Waterloo to Basingstoke train on 20 June 1959; 4-COR 3126 on Portsmouth Harbour to Waterloo working on 10 June 1961; 75075 on Victoria to Brighton train via Uckfield. D3044 shunting 4-VEP 7715 (blue) in 1967 (John Aldridge & next); assorted stock (green, blue/grey/ maroon) including Gresley buffet.

Some Early Military Narrow Gauge Railways. Mark Smithers, 152-5.
Describes the activities of John Barraclough Fell and his monorail system which ran on portable trestles and for which Manning Wardle supplied Ariel, but failed to impress the Royal Engineers following a demonstration at Aldershot. It also describes Henry Handyside's system of locomotion whereby the locomotive was clamped to the rails and then winched its train up severe gradients. Vulcan Foundry 18 inch gauge trench locomotives Mars (1160/1885) and Venus (1161/1885) are also discussed.

Bedford's Stations. Christopher Awdry, 156
Photo-feature (b&w): Nomenclature is difficult as both stations lacked a suffix for much of their existence. Thus St John's is used for the LNWR station, and all the others are "Midland Road": in 1978 just prior to the demolition of buildings; St John's with McConnell 2-2-2 on train of 4-wheeled carriages; LNWR goods yard 1914;  St John's in BR period (Ken Fairey); St John's on 13 May 1991 with bus shleter (author); flat crossing between MR & LNWR lines on last day of Bedford to Hitchin service (viewed from train) (Ken Fairey); Kitley 2-4-0 c1870 about to depart southbound; 20267 with train for Northampton c1936 (H.P. White); 47972 on southbound coal train on 23 June 1954 (Eric Swaford); 9F with Crosti boiler in eruption in September 1958 (K. Fairey); 44985 banking southbound train in 1963 (KF); HST on 21 June 1992 (Allan Mott).

Late Turn Ramsgate. Tony Endersby, 160
Signalbox opened 2 July 1926, as working post electrification, many movements required due to berthing EMUs.

Baker Street Station. Frank Goudie, 168-75.
Opened 10 January 1858: function greatly increased with opening of Metropolitan & St John's Wood line in 1868. Major reconstruction authorized on 14 January 1891. Electric trains from 1905.

Letters: Correspondence, 176.
Tilbury Riverside. Denham Ford.
See feature on page 87: British Rail would not permit Olau Line to use Tilbury
The slam door legacy. Lyndon W. Rowe.
See feature page 92: reminiscences of winter of 1991 when EPB units managed to keep going, whereas more modern stock failed. but one journey took over three hours from Charing Cross to Orpington.
The slam door legacy. F.B. Smith.
See feature page 92: cites failure to record trains in extreme rush-hour conditions.
The slam door legacy. M.F. Wadmam.
See feature page 92: notes advantages of lam-door stock in terms of leg room and its ability to carry very large numbers. Also refers to feature by White on travel to airports (page 114): Gatwick Luggage Vans were not DVTs.
Underground rolling stock depots. D.J. Mobbs.
See Vol. 2 page 225. Illustration on page 233 correction to caption; also notes that the points at Upminster Depot were not locked which in theory made it possible to derail a train if switched.
The Bexleyheath Line. Frank Goudie.
Corriegenda to writer's article page 82: also failed to make clear that trains had access to Holborn Viaduct via Nunhead.
The Metropolitan Pullmans. John L. Smith
See feature page 111: Pullmans were stored in a siding near Richmond station in 1943: bodies believed to have ended up on a farm near Hersham. See further letter (page 238) by Charles Long which claims no link.
The fruitless quest. E.S. Youldon.
Note on outside admission piston valves on Bulleid Pacifics (retained on outside cylinders on rebuilding) and on experimental boiler fitted to Lord Nelson which latterly had one or two thermic syphons: see page 62.
Trains to take-off. G.J. Child.
See page 114: Empire Flying Boat services from Southampton Water during late 1930s; also war time operations from Poole Harbour and post-war flying boat services operated by BOAC.

Railway Policy in the South East — Which Direction Now? Reg Harman, 178-80.
Short answer: no direction whatsoever; Refers to SERPLAN report and White paper on privatization: most turned into fiction.

Stirling 01 Class 0-6-0 No.31434 shunts vans at Dover Marine, 4th April 1959. R.C. Riley. Back cover
Dover shed still had a few of these elderly engines to work the lightly laid line from Shepherd Well to Tilmanstone Colliery, formerly part of the East Kent Railway. The last survivors were replaced by diesels in 1961.

1993 Volume 3 Number 4

'King' Class 4-6-0 No.6023 King Edward II heads the 1.55pm Paddington to Pembroke Dock. R.C. Riley. Front Cover
King would have headed train as far as Cardiff. It was recorded at Subway Junction on 10th September 1960. At right the tracks of the Hammersmith & City Line burrow under the WR main line.

Electric locomotive No.20003 of 1948 passes Tulse Hill on 7th November 1964. R.C. Riley. Facing Page 181.
On a Crystal Palace supporters football excursion from Norwood Junction to Southampton.

The Early Years of the Southern Region. Michael Bonavia. 182-9.
Unlike the northern regions continuti was preserved between the Southern Railway and Region. Although bomb damage had been severe, the Southern had maintained a good overall service. Sir Eustace Missenden, former General Manager became Chairman of the Railway Executive, and his Assistant John Elliot became Chief Regional Officer of the Southern Region. David McKenna, the General Manager bewteen 1963 and 1968 was brilliant accoding to Bonavia. Only in the case of steam motive power was there friction, namely that between the brilliant, but wayward, Bulleid and the plodding Riddles. There was an immediate problem with rolling stock and extreme over-crowding, although new rolling stock continued to be supplied to the not very exciting previous SR specification. Post-war electrification was dropped in favour of investment in freight, and further electrification had to wait the late 1950s (Kent) and the mid-1960s (Bournemouth). The cuts implemented long after Beeching Bonavia considered were perverse, especially the Alton to Winchester and Swanage lines.

Derby Day. Dick Kirkby. 190-7.
Special traffic to the racecourse, especially that to Tattenham Corner.

The Tilbury Line —2. K.A. Frost. 198-205.
From takeover by Midland Railway until electrification, and hint of first franchise. The LMS Bill was blocked by local MPs who were making a case for electrification. A few trains were diverted after the grouping to Broad Street. The area was subject to considerable development: the Dagenham and Becontree housing estates of the LCC, the Ford works at Dagenham and the opening of the Southend Arterial Road in 1925. The PM opened a new station at Tilbury Riverside on 16 May 1930. Improvements were wrought at Fenchurch Street joointly with the LNER. The Barking to Upminster widening was followed by District Line electrics on 12 Septemebr 1932. New stations were opened at Elm Park (served by District Line trains and in the Southend area at Chalkwell and Southend East. Push/pull trains were introduced between Romford and Upminster, and the Stanier 3-cylinder 2-6-4Ts were excellent locomotives. The Broad Street trains were withdrawn in 1935. There was serious bomb damage during WW2. The Hudd ATC was fitted. The East Coast Floods caused serious damage in 1953. There was a serious accident in thick fog on 30 January 1958. Following the construction of non-conflicting junctions at Barking electrification eventaully came on 6 November 1961. The new town of Basildon did not get a proper station until 25 November 1974. There has been a gradual loss of freight traffic.

Steam from Eastbourne. J.J. Smith. 206-9.
Photo-feature (b&w): I3 32086 leaving for Eridge via Cuckoo line on 5 April 1951; Class 5 44831 on return excursion to Rugby on 26 May 1957; U1 31900 on Hastings to Manchester train on 10 June 1950; West Country 34073 with return excursion to Romford (via Cuckoo Line, New Cross Gate and Thames Tunnel) on 18 August 1957; tender first H2 32421 on single coach Hailsham shuttle; C2X 32543 on freight at Rotherfield on 16 June 1951 and H 31328 with birdcage set at Argos Hill on 21 May 1951.

Out of St Pancras. Ron White. 210-11.
Colour photo-feature: 45639 Raleigh on Bradford train and 45622 Nyasaland in October 1956 (T.J. Edgington); 40026 (condensing-gear fitted) (both previous at St Pancras); Compounds 1007 and 1017 (red) double-head express at St Albans (pre-WW2); Kentish Town shed with 40004 and 40029 (both stored), 42595 and 45712 Victory; Chiltern Green: 92203 and 75029 (preserved by David Shepherd) heading for Longmoor in April 1968 (J.P. Mullett): all Colour-Rail.

From Dartford Loop to Sidcup Line. R.W. Kidner. 212-17.
Originally intended as fast line for services to Gravesend and beyond. Act obtained in 1862. During WW1 there was munitions traffic at Crayford and a military hospital at Sidcup. Electric services started on 6 June 1926. Housing development was rapid and spurred by Albany Park station opened as part of a building development. Train services are described.

The Newhaven West Quay Line. R.C. Riley. 218-20.
Photo-feature: 32636 crossing swing bridge on 12 July 1950 and 32678 on 27 July 1963 and on 10 August 1963 (the final day).

l066 and All That. H.P. White. 220-5.
Hastings direct line: brief history of branch from Tonbridge to Tunbridge Wells, the SER branch from Ashford to Hastings; the LBSCR line into Hastings; the "battle between the two companies at Bobeep Junction, and the extension from Tunbridge Wells to Bopeep Junction reached on 1 February 1852, over a steeply graded line . The route is described, as its working (the Gilbert club cars in service in 1906 are mentioned). Locomotion provided by the SER, SECR, SR, the BR DEMUs and final electrification are all mentioned. Until the last-named, which followed extensive engineering works within the tunnels, the line had to employ special narrow stock.

Home Counties Branch Lines. 2. Eastern Region. 226-7.
J15 65445 on Maldon East passenger train on 10 May 1958 (R.C. Riley*); J15 65448 entering Wivenhoe on Brightingsea train on 17 April 1949 (T.J. Edgington), F5 67193 on Ongar to Epping train on 26 September 1956 (*); G5 67322 at Bartlow on train for Audley End on 25 August 1956 (*), and N7 69360 at Southminster on 5 February 1955 (TJE)

The unlucky Tube. Alan A. Jackson. 228-35.
Great Northern & City Tube from its inception begaun by S. Pearson & Sons as a speculative venture, through its acquisition by the Metropolitan Railway (with an authorized extension to Lothbury), to the LPTB's visions of being a component within a vast Northern Line empire, the further diminution of the line by the Victoria Line, and its eventual escape onto the GNR at Drayton Park as the "Great Northern electrics" in 1977.

The Network SouthEast Effect. Tim Edmonds. 236-7.
Examination of effects of modeernization on Hounslow Loop.

Letters. 238
The Metropolitan Pullmans. Charles Long.
Pullman cars refered to in letter by John L. Smith (page 177) were not ex-Metropolitan Railway vehicles but early LBSCR vehicles. The Metropolitan cars, as described in feature on page 111, had a seating capacity of 19, not as stated.
Tonbridge and Dover in the early fifties. F.B. Smith
See feature page 142: notes time consuming operation involving stock for specific duties.
Tonbridge and Dover in the early fifties. Bob Ratcliffe
See feature page 142: livery should have been desribed as crimson (carmine) and cream. Plum & spilt milk not used on South Eastern lines but there was a chocolate & cream set used mainly on Cannon Street to Ramsgate workings.
The Tilbury Line. F.G. Cockman
See page 131: in caption on page 133 the locomotive is an M15 2-4-2T: the GER did not use 0-6-0Ts as such into Fenchurch Street, although Blackwall services were worked by R24 class modified as 2-4-0Ts. The writer had commuted prior to WW1 using services to Barking hauled by the 4-6-4Ts and on return by Kirtley 2-4-0s. Bedford 3F worked Bedford to Southend excursions. None of these locomotives were troubled by the Laindon Hills.
Information wanted. P. Varley.
Writer was seeking lost films, formerly in National collections of Whiaker Tunnelling Machine being demonstrated on 19 October 1922 in connexion with Channel Tunnel.
Laying it on the (Brighton) Line. G. Lathey.
Correspondence (reproduced) between the management and Driver H. Funnell during period 1908 to 1910: three illustrations of Driver Funnell: oiling engine, on 333 Remembrance and A799 Sir Ironside.

Unrebuilt 'Merchant Navy' Class 4-6-2 No.35028 Clan Line heads the 11am Victoria— Dover Continental boat train climbing Grosvenor bank, 15th September 1957. R.C. Riley. Back cover

Railways South East: the album.
(Harrow Weald: Capital Transport, 1994)

SECR P class 0-6-0T, as SR 1556, working on K&ESR in 1930s: painting by Peter Green. front cover.

The Mid-Sussex Route. H.P White. 4-11.
Line was opened from Three Bridges to Horsham on 14 February 1848; the Epsom & Leatherhead was promoted in 1856 and opened on 8 August 1859; and in 1857 the Mid-Sussex Railway was authorized to build a line from Horsham to Coutershaw Mill which opened on 10 October 1859. The Horsham, Dorking & Leatherhead Railway was incorporated in 1862 and opened on 1 May 1867. In 1862 the LBSCR obtained powers to extend fromHardham Junction to Arundel Junction which opened on 3 August 1863. Includes a description of the route starting from Epsom, including the branches to Littlehampton and Bognor, train services, rolling stock, electrification in 1938, the lavish pre-WW2 service, a marked decline following 1958, especially in services over the Epsom route.

The Kemp Town Branch. R.C. Riley. 12-16
Act of 13 May 1864; opened 6 August 1869?; closed to passengers on 31 December 1932 and to freight on 14 June 1971. Illus: B647 plus balloon trailer in July 1926 (H.C. Casserley). Those by RCR taken after line had closed to passenger traffic.

Winkworth, D.W. Planning the Pacifics. 17-21.
In part this is the story of the Southern Railway's locomotive building programme during WW2 and thus includes the Merchany Navy class as well as the light Pacifics which were unequivocally "mixed traffic locomotives". Such orders required to be considered by the Ministry of War Transport and justification included both extra freaight (30% increase) and an increase in the transport of troops. The locomotives needed to be capable of working West of Exeter and on the Ringwood and Netley lines. Hammer blow needed to be eliminated and the axle load had to be within 18½ tons. In a memorandum to the Railway Executive Committee justifications for the new design included noting the minimum of new components: 85% of the locomotive will be the same as the Merchant Navy, thus existing jigs and tools could be used. The tender as common with the Austerity Q1. It was argued that the mixed traffic engines of other companies were either too wide over the cylinders, too heavy or too weak. The Battle of Britain class names receives some attention. PRO sources are quoted. Illus. include locomotives Nos. 21C154, 21C165 and 21C166 lined up at Waterloo on 16 September 1947 for naming Lord Beaverbrook, Hurricane and Spitfire.

Wivna to Bricklesey .Christopher Awdry. 22-9.
Wivenhoe to Brightlingsea Railway. An Act was obtained on 11 July 1861 for a railway backed by finance from the Pontefact area of Yorkshire. William Munro was the contractor, but he went bankrupt via the Mistley, Thorp & Walton Railway in 1865, and Robert Sinclair, Engineer of the GER, took over. Col. Yolland inspected the line in late November 1865, and it opened on 17 April 1866. On 16 July 1866 the GER had agreed to work the line, but between 1876 and 188o the Company worked some of its own trains having acquired an 0-6-0T from Hudswell Clark Resolute and some carriages.The main work was the swing bridge across Alresford Creek. The line was absorbed by the GER on 17 January 1894. There was a serious fire at the terminus on 30 December 1901. The line was very prone to flood damage and the GER considered closure following a long washout on 30 December 1904. The line survived the East Coast Floods of 1953, but only re-opened on 7 December. The line finally closed on 14 June 1964..

Steam in the Smoke .Fred Ivey. 30-4.
B&w photo-feature: N2 69549 emerging from widened lines into King's Cross with Hertford train of quad-arts; 40024 at Aldersgate & Brabican on northbound train; 30918 Hurstpierpoint with Central Section Sunday special at Clapham Junction; N2 running bunker-first heading for Finsbury Park from Alexandra Palace south of Highgate; Q1 at Bollo Lane Crossing on freight; M7 30043 on empty stock passing Queens Road in late 1950s; G16 4-8-0T 30495 at Old Oak Junction on freight; and rebuilt 35028 Clan Line passing Vauxhall on Bournemouth Belle.

The Southampton & Netley Railway. Edwin Course. 34-41.
Maps include projected lines: The Royal Victoria Military Hospital was completed in 1863: it was constructed on a massive scale and followed the failure to cope with the wounded from the Crimean War. A railway was opened from St Denys to Netley in 1866 and this was extended to Fareham in 1889. An extension to the Hospital opened in 1900. All except the Central Chapel was demolished in 1967, and the area is now a country park (when still in use in National Service days the grounds gave excellent views of the great liners and the flying boats taking off for the Canaries - at that time the wards still had the original coal fires). Present day electric and DMU services are described

By Rail from the Two Barnets George Wilmot. 42-7.
On 3 June 1862 Royal Assent was received for a Edgware, Highgate & London Railway, following an unsuccessful attempt in 1861. On 16 July 1866 the EHLR acquired powers for a line to Chipping Barnet, but in the following year the GNR acquired the line. A single track opened to Edgware on 22 August 1867 but access to High Barnet was not until 1 April 1872. The main focus of the article was to compare train services from High Barnet, New Barnet (on the GNR mainline) and following the Piccadilly Line extension from the eastern part of Barnet, and the writer considers that once the mainline had been electrified that New Barnet offered the best standard of overall service. The failure of the GNR/LNER to electrify its own services poses many questions.

Bexhill's Lost Route to London. Alan A. Jackson. 48-53.
Branch lines to Bexhill from the SER Hastings line were proposed in 1862 and 1884, but author considers that Henry Cosmo Orme Bonsor, who became Chairman of the SER in 1898 was the power behind the nominally independent Crowhurst, Sidley & Bexhill Railway which was promoted in 1896. Earl de la Warr became Chairman in 1899. The engineer was Arthur Barrie. The line remained independent until 1 January 1907. The main engineering work was a viaduct across the Combe Haven Valley wheere the soil conditions were extremely difficult. The stations were extremely grand. The line closed during the latter part of WW1 except for some weekend trains. Electrification to Bexhill Central led to loss of traffic. The SR considered providing a junction at Bexhill between the two lines, and the line would have been electrified under plans of 1939. TRains for Hastings terminated at Bexhill West during a closure of Bopeep Tunnel. Latterly the line was worked by DEMUs but it closed on 14 June 1964.

Hants & Sussex DEMUs. Nigel Barnes-Evans and L.A. Mack, 54-9
The Bowles Report (not fully cited) proposed DEMUs for the Southern Region due to its experience with electric traction. It was hoped that performance comparable with that of EMUs could be achieved. The DMUs available then suffered from poor acceleration. In 1954 approval had been given to build narrow stock for the Hastings line and design work had begun at Derby. These formed the trailers for the Hastings DEMUs. The Hampshire DEMUs were modelled upon the 2-EPB type and delivery began in August 1957. The original units had 500 hp 4-SRKT engines, English Electric generators and 507 250 hp motors. They enabled journey times to be cut by 25%; improved frequencies, and loadings rose by up to 29% (on the Hastings line traffic went up by 40%). In 1959 three- car units with 600 hp motors and turbo-charged engines were introduced but these could not cope with the Alton route. In 1962 the Oxted and Berkshire units were introduced in which the centre car had a side corridor with four first class compartments and a lavatory flanked by two saloons for the lower orders. They had an improved exterior. The units had a much better location for their engines than the underfloor DMUs and this gave excellent engine performance, but a poor ride. All units were fitted with buckeye couplings. In the mid 1960s work was fairly far advanced on an underfloor DEMU based on converted steam stock for cross-country services. Mentions the similar DEMUs for NIR, but based on Mark II stock, and the class 210.

Pullman Car Specials J.J. Smith. 60-3.
B&w photo-feature. other than the Royal special most of pictures are either of special workings, or of stock attached to ordinary trains: L1 31785 with Pullman observation car and bircage set on 29 April 1956 at Lewes on Sevenoaks to Brighton train; 30915 Brighton on four coach Royal train on Derby Day 6 June 1953; 41291 with six cars at Gospel Oak heading for Eastern Region in March 1958; O1 31370 at Longbridge Junction on empty stock Bournemouth Belle on 10 June 1959; D 31737 leaving Rdhill on 1 March 1955 with Octavia and TC from Birkenhead to Brighton; T9 at Horsted Keynes on 25 May 1955 with Savona at rear of train from Brighton; N2 69547 with parlour brake car No. 80 and C2X 32547 at Canonbury on East Croydon to Finsbury Park working on 24 September 1955.

From cable haulage to computer control H.P White. 64-71.
The London & Blackwall Railway and its incorporation into the DLR: The Commercial Railway was authorized by an Act of 28 July 1836 to connect Minories with Blackwall: it became the London & Blackwall Railway in 1839 and was mainly constructed on viaduct (much of which is still used by DLR). It opened on 6 July 1840 and was extended into Fenchurch Street on 2 August 1841. It was operated by cable power wherein coaches were slipped from the cable as they approached intermediate stations. Accidents, including fatalities to staff, occurred and the cable system ended on 14 February 1849. Fenchurch Street acquired train services off the NLR and LTSR lines once these had opened. From 1 January 1866 the GER leased the London & Blackwall Railway for 999 years. In 1906 there were 50 departures today for Blackwall, but the availability of the telephone removed the need for messengers between the City and the Docks. During the General Strike of 1923 trains ceased to run and passenger services ended on 4 May. A substantial remnant provides the main entry into the City for the DLR which was formally opened by Her Majesty the Queen on 30 July 1987. The DLR is in a constant state of adaptation to upgrade it into the sort of system it should have begun as, and never has been. Illus page 67: London & Blackwall locomotive at North Greenwich with Royal Naval College in background (A. Pouteau). See Railway Archive, (1), 26 et seq for series on Pouteau.

Grays—Upminster—Romford .Ken Frost. 72-7.
Grays to Upminster opened on 1 July 1892 and Romford to Upminster on 7 June 1893. This latter led to suburban development at Emerson Park. electrification (1500V DC) to Shenfield was inaugurated on 26 September 1949 and this was extended to Chelmsford (11 June) and Southend on 31 Decemeber 1956. Upminster to Grays was electrified in June 1963; Romford to Upminster in 1986 (following many attempts at closure); on 15 September 1956 the steam service was replaced by DMUs. See also other features by same author on railways around Romford  (1-138) and LTSR (3-131).

The Waterloo & City Line. John Faulkner. 78-85.
This, and the less full feature in Backtrack (12-514) have been overtaken by Gillham's massive magnus opus published by Oakwood (reviewed Backtrack Vol 16 page 475). Just in case Gillham missed something this article contains a good map, a plan and a gradient profile and illustrates all the rolling stock types used. It notes that the Act dated to 27 July 1893; the main work was performed from the Thames to avoid upsetting the City; the freezing of the river in 1895 delayed work; the line was inspected by Major F.A. Marindin on 7 July 1898 and was opened by the aged Duke of Cambridge on 11 July 1898 and to the public on 8 August 1898. The SR was not prepared to invest in the line as it had intended to link the South Western and South Eastern Sections by a tube tunnel. Modernization had to wait until 1939/40.

Signalling the Dover Triangle.  Roger St Clair and Tony Endersby. 87-93.
Complexities involved in working a tight triangle where trains could overlap junctions. Covers signalboxes at Hawkesbury Street Junction: Marine Junction, Archcliffe Junction and Priory,

The Channel Tunnel and its Rail Access. John Glover. 94-5.
CTRL and some earlier attempts.

Professor H.P. White [obituary & concluding page].
Pat to those who knew him, died on 21st February 1994 as the Album was being finalised. He had been the Editor of RSE since 1991. Pat had always a passion for railways and his career started as booking clerk at Charlton Station. War service saw him in the Royal Artillery in the Far East and subsequent capture at the fall of Singapore. During four years incarceration in a PoW camp in Formosa he kept his sanity by planning imaginary trips over the British railway network. These plans were later put into practice and provided much information for later railway articles. After the War and a period of recuperation, Pat enrolled at Queen Mary's College London under the government education scheme for demobbed servicemen. Here he gained the Top First for his year and went on to do his MA. His first lecturing post was at Edinburgh University. In 1952 he went to the University of West Africa and travelled the Gold Coast, Sierra Leone and Nigeria where he taught many people, some of whom became their country's leaders.

In 1963 he took the post of tutor attached to the Arts Department of the College of Advanced Technology in Salford, near Manchester. Salford soon became one of the new generation of universities and over the next 20 years he established the geography department. A leader in transport economics, he was appointed Professor in 1972. In 1982 tired of battling with education cuts he took early retirement and moved to Godmanchester near Huntingdon.

Although retired he did more work than ever. Apart from writing and updating Regional Railway Histories of Southern England and Greater London and Forgotten Railways he was editor of the Railway and Canal Historical Society Journal and Past President of that Society. He even found time to be a booking clerk on the Nene Valley Railway, going back to the start of his career. He was also a Lay Preacher for the Godmanchester Church. Occasionally he took services at other churches and I remember once at Brampton the organist playing one of the railway themes as we entered.

Always willing to help in transport and other matters, I knew him not only as an author but as a friend. Allan Mott

Updated: 2007-02-21