Railway
World
Volume 17 (1956)
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Number 189 (February 1956)
R.J. Doran. Learning the road: Locomotive causerie No. 187. 29-33.
Same locomotive No. 4095 Harlech Castle gave a very poor run
from Newport to Paddington in 1950 and exemplary run in 1954 between Paddington
and Swansea on the Pembroke Coast Express.
W.A. Tuplin. How it goes. 34-5.
Rather dreary story to be repeated elsewhere of how 19.10 ex-St Pancras
bore him slowly to Nottingham (except when dining) and connected with 21.50
to Chesterfield which, of course in true LMS fashion, missed the onward
connection to Sheffield.
H.C. Casserley. A trip to Ireland. Part 2. 36-8.
Based in Cork: journey behind steam on Cork, Bandon and South Coast
Railway
G.H. Robin. By rail from Glasgow in 1900. 38-41.
Partly based on Murray's A.B.C. Time table. Prior to final extension
of Glasgow Central Station, hence greater emphasis on Bridge Street and prior
to opening of Lanarkshire & Ayrshire Railway and Kilbirnie Loop. Some
of the underground services were very frequent and many worked on a regular
interval system. There was a wide variety of destinations reached from Glasgow
Central Low Level. The Caledonian Railway ran fast competitive services to
Edinburgh (reached in 65 minutes) and to Ardrossan.
J.B. White. Re-railing 70026 Polar Star. 42-4.
Locomotive involved in Milton, near Didcot, accident on 20 November
1955 recovered using Kelbus equipment
R.S. McNaught. S.W. Johnson— an appreciation. 45-8.
Disappointing feature as the writing is not particularly good and
the photographs depict locomotives in far from pristine condition
Letters. 48-50
"Dean" on the Taff Vale. H.T. Hobbs
Refutes claim by L.W. Bromley that TVR purchased any Dean Goods 0-6-0
locomotives
Steam in the States. James B. Aird.
Visited USA in 1949 and found "American steam locomotives were exuberant,
possessed of healthy appetites, and a great capacity for hard work"
A signalling obsession. H. Brenholz.
"Hurry up" distants on Midland Section; use of splitting
distants.
Boiler pressures. E,S. Youldon
Unsatisfactory nature of Caledonian Railway trials of 1897 between
4-4-0 locomotives Nos. 78 (150 psi) and 76 (200 psi): argues that cylinder
volume should have been altered as in the comparitive trials between
Gresley Pacifics Enterprise and Solario
W.H. Bett. Ticket spotlight. 50-1.
LMS: Stromeferry to Kyle of Lochalsh: passenger ticket isued on 2
August 1955 permitting travel on a specific goods train.
J.I.C. Boyd. Glimpsres of the narrow gauge. 52-3.
Photograph of Devil's Bridge in spring 1904 with Prince of
Wales on short train of teak livery coaches.
H.M. Madgwick. London, Brighton & South Coast directors' saloon.
53. illus.
Designed A.H. Banker: vehicle with steel underframe and six-wheel
bogies with magnificent finish: seen by author in Lancing carriage works
when he was a junior member of LBSCR staff.
Guard on the "Yorkshire Pullman": an appreciation by W.J. Reynolds. 54.
Photograph alongside cab of No. 60022 of Guard H. Gardner of Leeds
who joined GNR at Leeds in 1912 and regularly worked on Yorkshire
Pullman. Depicted with Driver A.E. Smith and Fireman Ivor Brook.
W.A. Camwell and C.R. Clinker. Around the branch lines. 54-5.
East Boldon and Monkseaton.
Western Region elegance: Castle No. 4087 Cardigan Castle passing Tilehurst with up express from Cheltenham. M.W. Earley. 56
Number 190 (March 1956)
Norman Harvey. Steam and diesel on the L.M. Region: Locomotive causerie
No. 188. 57-61.
Rebuilt Scot No. 46168 The Girl Guide driven by Driver George
Hall of Camden on 475 ton Euston to Blackpool with especially good enginemanship
on Rugby to Crewe section. Another rebuikt Scot, No. 46167 The Hertfordshire
Regiment, regained 8 minutes between Rugby and Watford. Log of Jubilee
class No. 45734 Meteor hauling 14 coaches between Northampton and
Watford Junction.
H.C. Casserley. A trip to Ireland. Part 3. 61-3.
Travel behind a J15 class 0-6-0 in a gas lit clerestory coach between
Cork and Cobh. Also travel on Valencia branch and return to Cahirciveen in
unadvertised service
H.C. Towers. The New Zealand Government Railways. 64-7.
Rimutaka Incline and its special Fell type 0-4-2T locomotives
W.J. Reynolds. Potters Bar. 68-71.
Photographs of station in 1896 ("& South Mims") 1898 and 1955
and during reconstruction: includes signal box and bridge over Darkes
Lane
Rebuilt 'Merchant Navy' class. 72.
British Railways photographs
W. Jones. More Welsh lines: the Neath and Brecon and
Midland Railways. 73-9
Includes gradient profile and table of Neath & Brecon Railway
locomotives: see also letter from M.J. Reade on p.
118..
W.J. Reynolds. The lastest "Britannias'. 79. illus.
Nos. 70045-70054: No. 70050 Firth of Clyde illustrated.
W.A. Camwell and C.R. Clinker. Around the branch lines. 80-1.
South Wales Mineral Railway: stations at Cymmer Corrwg; Glyncorrwg;
and North Rhonnda Halt,
J.I.C. Boyd. Glimpsres of the narrow gauge. 81-2
Tralee & Dingle Railway No. 5: photographs with and without skirts
(motion casings)
Letters. 82-4.
The Standards defended. E.S. Youldon
See letter from J.A. Maxwell (December Issue): Britannia class well
received at Cardiff Canton and at Newton Abbot. Class 3 2-6-2T was essentially
a Swindon design
Thermal efficiency. P.W.B. Semmens. 83
Data extracted from Rugby Test plant tests and other tests showed
thermal efficiency within range 7.6% (WD 2-8-0) to 8.8% (LMS Class 4
2-6-0)
A signalling obsession. W.H. Bett.
Refers back to letter from H. Brenholz: comment on distant signals
and information contained within being off/on.
W.A. Camwell. Some shed scenes to remamber. 83-4.
Epping shed with J15 No. 65464 and C12 No. 67363
Number 191 (April 1956)
R.J. Doran. A recent East Coast "Pacific" performance: Locomotive
causerie No. 189. 85-91
Mainly behind A1 class, but alsosome A2/2 and A4 paerformance.
The rebuilt 'Merchant Navy' class locomotive. 91-2.
H.C. Casserley. A trip to Ireland. Part 4. 93-5.
Kenmare branch on market day with J15 No. 105 on a cattle special;
Tralee to Limerick on the once daily passenger train and from Limerick Junction
to Dublin behind No. 800 Maeve.
Withdrawn. 96. 3 illus.
LMR Nos. 41516 (0F 0-4-0ST), 49410 (G1 0-8-0) and 58427 (Webb 18in.
goods)
Down Glasgow to Fort William train near Inverlochy behind B1 No. 61344 and K2/2 No. 61791 Loch Laggan. E.D. Bruton. v
German State Railways. 0-10-0T No. 94851 at Hameln. F. Spencer Yeates. vi
New livery for coaches. iv
Norman Harvey. Great Central and Metropolitan Joint Locomotive causerie
No. 190. 97-102.
Performance logs of high speed runs between Rugby and Aylesbury behind
Caprotti B3/2 No. 6166 Earl Haig and B1 No. 61223 and more leisurely
progress between Aylesbury and Rickmansworth (pass) behind C4 No. 5265, No.
6166, No. 61223 and A3 No. 60106.
H.C. Casserley. A trip to Ireland. Part 5. 102-6.
Kenmare branch; remains of Listowell & Ballybunion in April 1955;
steam locomotives withdrawn from Belfast & County Down Railway in Queens
Quay shed; travel behind compound No. 85 Merlin between Dundalk and
Portadown
W.A. Camwell. Shed scenes: Exmoth Junction. 106
1 August 1951: photograph by R.K. Evans.
J.F. Riley. The long drag: Contract No. 1 of the Midland Railway from
Settle to Carlisle. 107-11.
Description of the terrain crossed and the construction of the
railway between Settle and the summit at Ais Gill as observed by the writer's
grandparents: includes Blea Moor tunnel and viaducts at Ribblehead and Dent
Head.
T.P. Dalton. Return to Bromsgrove and the Lickey Incline. 111-15.
F. Merton Atkins. Railmotor revival at East Croydon. 115.
M7 No. 30057 with push & pull train from Tunbridge Wells on Sunday
11 September 1955.
W.A. Camwell and C.R. Clinker. Around the branch lines. 116-17.
Yaxham with E4 2-4-0 No. 62787 with 11.12 Dereham to Wymondham on
2 August 1955 an Dunham on same day with D16 No. 62553 on 09.41 King's Lynn
to Dereham
Letters to the editor. 117-18.
More Welsh lines. M.J. Reade. 118
L&YR 0-6-0s did not leave Hereford to Brecon workings until June
1952, being replaced by MR 3F 0-6-0s, and then by Dean Goods and 2251
types.
J.I.C. Boyd. Glimpsres of the narrow gauge.
119-20.
Journey made on Corris Railway following overnight rail journey to
Machynlleth in April when there was a strong smell of flowers from the adjoining
woods. Locomotive No. 3 was driven by Humphrey
W.A.C. Smith. The Hamilton (L.N.E.R.) branch. 120-4.
Opened by the North British Railway on 1 April 1878 from Shettlestone
to Hamilton with a junction at Uddingston for line to Coatbridge via Bellshill.
The lines were originally built by the Glasgow, Bothwell and Coatbridge Railway
which used four Dubs 0-6-0Ts, but was taken over by the NBR and was then
worked by 4-4-0T, 0-4-4T and 4-4-2T. The LNER added N2 0-6-2T and V3 2-6-2T.
The line had been recommended for electrification under the Inglis Report
of 1951, but services were cut back to Bothwell in 1952 due to the state
of the viaduct over the Clyde.
The end of a branch line. D.A. Peacock. 169.
Track lifting at Wappenham on abandoned Banbury branch
W.J. Reynolds. 60 years of railway photography. Part
2. 171-7.
SECR E class No. 157 at Battersea; GWR 4-4-0 No. 3354 Bonaventura
at Old Oak Common; District Railway 4-4-0T No. 14 at New Cross; Metropolitan
Railway B class 4-4-0T No. 51 at Neasden; LNWR 4-6-2T No. 2668 at Euston;
LTSR (MR) 4-6-4T No. 2100 at St Albans; GNR 0-6-0 No. 644 (Doncaster 1879);
GNR Stirling 0-4-2 No. 10A; GNR 0-6-0 No. 1332; GNR Long Tom 0-8-0 No. 417.
LB&SCR 0-4-2T Stroudley D tanks. No. 27 Uckfield, built at Brighton
in April, 1876 photographed at Tunbridge Wells; GNR 2-2-2 Stirling Single
No. 92 at Hitchin. (Designed by Patrick Stirling and built at Doncaster in
1870. The previous 12 engines of 2-2-2 wheel arrangement had only 7ft.
driving wheels and were generally smaller (see No. 61 below). No. 92 incorporated
the driving wheels of the famous old Sturrock 4-2-2 No. 215 built 1853. The
story is that these wheels 7 ft. 7 in. diameter were found to be in such
good condition that the dimensions of the last 7 ft. 2-2-2 were modified
to use the larger driving wheels. The photo was /taken in 1898 and she became
No. 92A in 1901 when the Ivatt 4-2-2 Single was built.); LNWR 2-4-2T No.
427 designed by F.W. Webb in 1890. Photographed at Watford in 1902 (one of
the Precursor Tanks so called owing to the early examples being rebuilds
from Webb Precursor 2-4-0 Tender Engine with 5 ft. 8½in. coupled wheels.
43 were taken over by British Rys. and the last of ·the class No. 46604
was withdrawn in 1955); No. 1332 GNR large boilered 4-4-0 built at Doncaster
in 1898; GNR 2-2-2 single wheel express engine No. 61. Built at Doncaster
in 1869 and rebuilt by H.A. Ivatt. Photographed at Hitchin with domed boiler
while employed on Cambridge expresses; GWR 4-6-0 No. 2900 William Dean
originally No. 100 4-6-0 designed by Wm. Dean it was the first 4-6-0 express
engine built at Swindon in 1902. Note the cylinders are different from all
other 4-6-0s. Photo at Old Oak Common in 1928; LB&SCR Terrier 0-6-0T
No. 42 Tulse Hill was built at Brighton in 1877. This engine with
No. 81 Beulah worked the Kemptown branch regularly with two sets of
drivers and firemen was renumbered No. 642 in 1902 in which year· the
photo was taken at Kemptown showing one of the regular engine crews; GER
4·4·0 (Belpaire Claud). as originally built No. 1813 was built
at Stratford in 1910. The photo shows her in the grey livery lined out in
white in which she ran for over: a year. No. 1813 was involved in the serious
collision at Ilford on New Year's Day in 1915 when working the Breakfast
Car train from Clacton to Liverpool Street. No. 1813 cut through a local,
turned over and fell over into the Yard of the IIford Paper Mills; the crash
resulted in 10 fatalities. No. 181: was rebuilt in 1915 and received a
superheater. In 1926 she was converted to a super Claud and was the first
to be fitted wirth large extended smoke box (5 ft. 10 in. diameter); GER
0-6-0T No. 21 built at Stratford in 1913. The class was named the Jubilee
Tanks as introduced in 1887, the Jubilee year of Queen' Victoria. No.
21 was one of the last batch and incorporated the large side window cab and
copper capped chimney. NLR. 4-4-0T No. 113 originally 51 class designed by
W. Adams. As No. 16 she was built at Bow Works in 1868 and renumbered No.
113 was generally on the Poplar line, although remember seeing her: at Potters
Bar on occasions. The photo was taken at Bow Works in 1908; GWR 4-4-0 (Badminton
Class) built Swindon in 1897. The Badmintons were the forerunners of the
more famous Atbara class. Photo shows No. 411 Blenheim in 1913; very
incorrect caption: GNR 4-2-2 No. 1 Stirling Single; Highland Ry. 4-4-0 Express
Passenger Engine No. 2 Ben Alder photographed in 1911; Caledonian
Ry. 4-4-0 engine for Callander and Oban Section. No. 182 was designed by
George Brittain and built by Dubs & Co., in 1882. Rebuilt in 1900. This
class acquired Mclntosh chimneys and boilers but retained the original cab
and tender. No. 182 was renumbered No. 1182 in 1913. These unique engines
lasted till the late 1920s acquiring the huge LMS numerals. No. 14100 which
filled the small 4-wheeled tenders. photograph shows No. 1182 in, 1911
at Polmadie; Nonth Eastern Ry. 4-6·0 Express Engine No. 2003 built at
Gateshead in 1899. This class was notable as being the first 4-6-0 Express
Engine built in this country designed by Wilson Worsdell and known as class
S. No. 2003 and her sisters 2001 and 2002 had a very meagre cab judged by
N.E.R. standards with only one side window. The reason for this was that
at that period the 50 ft. turntable was in general use and the wheelbase
of these otherwise fine engines was restricted. However, a further engine
built at the end of 1899 had the usual N.E. cab with two side windows and
larger tender and Nos. 2001, 2002 and 2003 were soon converted to the later
pattern. My 1911 photo shows No. 2003 in her converted form and in keeping
with all the N. E. R. engines was resplendent in the lovely green with brass
fittings including the chimney cap and safety valve cover. No. 2003 was scrapped
in 1931; Lancashire & Yorkshire Ry. 4-4-2 Express Engine with Inside
Cylinders designed by Sir John Aspinal. 40 were built at Horwich between
1899 and 1902. They had 7 ft. 3 in. driving wheels and 19 in. by 26 in.
cylinders. Although generally known as Atlantics they had their 2 cylinders
between the frames. They had an outstanding appearance with their high pitched
boiler and large coupled wheels 7 ft. 3 in. in diameter. They were speedy
engines and were predominant on the popular Blackpool Club Trains. Their
black livery with brass beading was attractive and they were kept in spotless
condition. Photo of No. 708 was taken at York; Midland Ry. 0-6-0 Standard
Goods No. 2270 of a class designed by S. W. Johnson and built in 1878 with
5 ft. 3in. driving wheels and 18 in. by 26 in. cylinders now rated class
2F and renumbered in 30 XX under the Midland renumbering of 1907. The photo
taken about 1902 shows the engine in its original Midland livery. North British
Ry. 4-4-0 Express Engine No. 218 designed by Matthew Holmes and built at
Cowlairs in 1891 was one of 633 class with 6 ft. 6 in. driving wheels. This
class was engaged in hauling the Racing Trains in the 1895 Racing with the
West Coast. Glasgow & South Western Ry. 4-6-0 Express Passenger Engine
No. 386, one of ten designed by James Manson and built by North British
Locomotive Co., in 1903. They were very handsome engines in their blue-green
paint and did excellent service on the main line to Carlisle for 20 years.
Seven further engines making 17 in all were built at Kilmarnock in 1910-11.
All were withdrawn between 1928·33. Photo at Carlisle in 1911. North
Eastern Ry, 4-4-0 Express Engine No. 1877 class Q built at Gateshead in 1896
and designed by Wilson Worsdell a class of outstanding beauty and with the
large coupled driving wheels 7 ft. 1 in. and 19½ in. by 26 in. cylinders
were powerful machines. It is interesting to recall that two of the Q class
had been built with enlarged dimensions. Nos 1869 and 1870 had 20 in. by
26 in. cylinders and coupled wheels of no less than 7 ft 7 in. diameter,
the largest in the country. They were intended for use on the expected revival
of Racing Trains in 1896, which however did not materialise but they tackled
the new vestibuled Flyng Scot of 250 tons with success. The photo
in 1911 of 1877 captures some of the beauty of these handsome engines; Lancashire
& Yorkshire Ry. 4-4-0 Express Engine No. 498 one of a class built at
Horwich between 1891-1894 designed by Sir John Aspinal a class remarkab le
for their 7 ft. 3in. coupled wheels. They were very successful on the lighter
high speed trains during this period (till 1914). Photo at York in 1911.
Midland Ry. 2-4-0 Express Engine No. 15 designed by M. Kirtley and built
at Derby in 1867 with 6 ft. 2½ in. driving wheels and 16½ in. by
22 in. cylinders. 22 engines were rebuilt by S. W. Johnson between 1895 and
1899 with 18 in. by 24 in. cylinders and were later renumbered Nos. 1·22.
The original engines of 1867 were in.troduced for working the London Extension
to St. Pancras when opened in 1868.
H.C. Casserley. A trip to Ireland. Part 7.
178-80.
The Sligo, Leitrim & Norther Counties Railway: entertained at
Manorhamilton by the Locomotive Superintendent G.F. Egan. Illustrations
Lough Erne and Lissadell at Manorhamilton; Lough Melvin
at Florencecourt.
K.F. Brown. Electric and diesel locomotives (some basic principles).
181-3.
Limits to power available for traction including problems of
adhesion.
C.H. John. Romney, Hythe and Dymchurch Railway. 183-7.
All the locomotive types are described. Illustrations include one
of third cylinder on Hurricane and one of cab on No. 7
Typhoon.
H.C.P. Smail. The L.B.&S.C.R. West Coast Line. Part 1. 187-91.
Includes telescopic opening bridge across the Arun river at
Ford.
"Fishbowl" wagons on B.R. 191.
Wagons with transparent sides to enable contents to be viewed to establish
how they respond to transit.
J.I.C. Boyd. Glimpses of the narrow gauge. 192-3.
Progress on the Talyllyn Railway
W.A. Tuplin. How it went! A revised version of "how it runs". 193-4.
A mildly comic description of the ghastly locomotive performance on
the Nottingham Midland to Chesterfield line which mimics the C.J. Allen
style.
J.R.S. Ellis. How to make a branch line pay. 194-5.
Railway Development Association
R.J. Doran. The Western way. Locomotive Causerie No. 192. 197-202.
Footplate observations of Paddington to Exeter run on 09.30 from
Paddington with double chimney No. 6010 King Charles I with Driver
R.R. Giles and Fireman J.H. Parsons, An out and back run with double chimney
No. 6015 King Richard III regained lost time on the outward journey,
but the return was marred due to the King having to be replaced by a Hall
as the train was diverted via Oxford. Also record of run by Castle No. 5076
Gladiator on 13.15 Paddington to Bath run in 57 minutes 43 seconds
with ten coach train.
W.J. Reynolds. 60 years of railway photography. Part
3. 202-6.
No. 5000 Coronation at Euston in 1911; Precursor No. 806
Swiftsure at Camden in 1906; Prince of Wales No. 1400 Felicia
Hemans at Camden in 1914; Experiment No. 507 Samatian at Euston
in 1909; Jumbo No. 790 Hardwicke with No. 6118 Royal Welsh
Regiment at Crewe Works in 1929; 2-4-0T No. 2248 at Watford in 1911;
4-4-2T No. 1983at Watford in 1911; 2-4-0 No. 1513 Shakespeare; 2-2-2
No. 1429 Alfred Paget; 4ft 6in 2-4-2T No. 1446 at Willesden; Cauliflower
No. 559 at Willesden; C1 0-8-0 No. 1850; 2-2-2 No. 1302 Oceanic;
0-6-0ST Special Tank No. 3093; 0-6-2T No. 3705; 2-8-0 4-cylinder compound
No. 1222; G1 0-8-0 No. 9371; GNR 4-2-2 No. 1.
Gwynne Richards. The Festiniog Railway Company: progress at Portmadoc.
206-9.
Opened to Minffordd on 19 May 1956
H.C. Casserley. A trip to Ireland. Part 8.
209-12.
Cavan & Leitrim: Dromod to Ballinamore behind an ex-Cork, Blackrock
& Passage 2-4-2T; a trip up the Agrina branch behind Tralee & Dingle
2-6-0T in a Cavan & Leitrim clerestory coach plus a string of coal wagons.
Then a trip on Sligo Mail and on to the disappointing Westport line, but
happier note on Irish Sugar Beet factory at Tuam where thre were Orensteain
& Koppel narrow gauge tank engines.
C.J. Middleton. The centenary of the Loughton branch. 213-16.
Opened by the Eastern Counties Railway from Stratford on 1 September
1856 with most services running to and from Fenchurch Street. Line was extended
to Epping and Ongar in April 1865. Most services ran into Liverpool Street
once opened in 1874. London Transport took over services as part of
the Central Line extensions to Leytonstone in May 1947; Loughton in
November 1948 and eventually to Epping. Steam freight and steam excursions
continued at the time this was written.
Letters to the Editor. 216
Alexandra Docks Railway. E.R. Mountford
Referring to the excellent article on the Alexandra (N. & S.
Wales) Docks and Railway by Mr. W. Jones in the June issue, a few of the
locomotive notes are worth further discussion.
The origin of one of the dock tanks, Alexandra, is at present the
subject of investigation by readers of the Railway Observer. For many
years it was accepted that this engine was Hawthorn Leslie No. 2009 of 1884,
but recently it was proved beyond doubt that H.L. 2009 was another dockside
shunter belonging to the Tredegar Estate Railway (also at Newport) and had
no connection with the A.D. Railway. I was recently privileged to study the
records at Swindon (by kind courtesy of Mr. R. A. Smeddle, Chief Mechanical
and Electrical Engineer, Western Region) and the list of engines handed over
to the G.W.R. by the A.D. Railway states that both Trojan and
Alexandra were purchased lrom a firm called Dunn and Shute in 1903,
one price covering the double sale. The makers of Alexandra were marked
as "not known," Trojan was shown as Avonside Eng , Co. of 1897, the
maker's No. is generally accepted as 1386.
Several slight differences appear in the A.D. list of details, to those given
by Mr. Jones in his "Table of Dimensions" but these hardly warrant individual
attention, as both cylinder and wheel diameters can vary over the years.
A few errors have crept into the withdrawal dates in the following table:-
No. 6 was condemned May, 1932,
No. 19 in December, 1948, and
No. 21 in October, 1926.
To complete withdrawal details Trojan was condemned July, 1932 and
Alexandra July, 1946.
Of the engines sold by the G.W.R. to the A.D. Railway, Nos. 1679 and 1683
(November, 1906) and the 0-4-2T No. 1426 (February, 1911) were sold direct,
whereas the other two, No. 1356 (November, 1911) and No. 993 (January, 1913)
reached the A.D. via the Bute Works Supply Co.
One item of engine interest was that A.D. No. 7 (GW 1208) was the first absorbed
engine to reach Swindon Factory after the upheavals of 1922. However, as
it reached Swindon on the 2 March that year, some three weeks before the
actual take-over date, it is possible that this was a pre-amalgamation
arrangement. It may not be generally known that there used to be, at Caerphilly.
a separate platform, on the Up side, for the P.C. &N. trains. This could
almost be classed an extension of the present platform, as only the road
bridge separated the two platforms. However. they were separate platforms,
with separate entrances. Perhaps some reader may know the date this extra
platform at Caerphilly was removed.
"Railway Titles.". V. Boyd-Carpenter
May I correct the assumption laid down by Mr. Casserley that there
are so few undertakings in the railway world with the word " Railway" in
their title now? There are quite a lot left-as evidenced by the list below.
The I.o.M. does not take pride of place with length, as the Fishguard and
Rosslare Railways & Harbours, Ltd. have approximately 103 miles of track:-
S.L. & N.C. Railway, Londonderry & Lough Swilly Railway, City of
Dublin Junction Railway, Festiniog Railway, 'Talyllyn Railway, Liverpool
Overhead Railway, Eskdale Railway, Fishguard & Rosslare Railways and
Harbours, Southend Pier Railway. Snowdon Mountain Railway. Port of London
Authority Railways, Wilson's & the North Eastern Railway Shipping Co.
Ltd., Romney, Hythe and Dyrnchurch Railway, Grimsby and Immingham Electric
Railway, The Post Office Tube Railway, Salisbury Railway and Market House
Co., Barrington Light Railway Co., Derwent Valley Light Railway, Mersey Railway
Co., Nottingham Colwick Estates Light Railway Co., South Shields, Marsden
and Whitburn Colliery Railways. (N.C.B. now), Trafford Park Estates
Railways.
H.C.P. Smail. The L.B. & S.C. R. West Coast line. Part 2.
217-20.
Act of 23 July 1860 authorised 23 July 1860 a branch line from Ford
to Littlehampton which opened on 17 August 1863. A new drawbridge at Ford
was designed by R. Jacomb-Hood and built by Henry Grisell of the Regent's
Canal Ironworks. Briefly railway steamer services were run from Littlehampton
to Dieppe, but Newhaven became the centre of this activity. Illustrations:
Arundel station in 1870; Craven 0-6-0 No. 168 at Littlehampton; Craven 0-4-2ST
No. 358 Bognor; Terrier No. 65 Tooting at Littlehampton; engine
shed at Bognor in 1903; Terrier No. 77 Wonersh at Barnham
Junction
W.A. Camwell. Around the branch lines. 220-4.
Reedham: notes by C.R. Clinker
Photographs taken 31 July 1955: D16 No. 62577 on 13.25 Yarmouth Vauxhall
to Norwich Thorpe: F6 No. 67226 on 13.15 Norwich Thorpe to Lowestoft with
portion for Yarmouth Vauxhall.
Birr: notes by G.D. Mahon
Photograph taken 16 May 1952: J15 No. 232 on 08.50 Birr to Roscrea.
Line opened on 8 March 1858 as Roscrea & Parsonstown Railway: the engineer
was W.R. Fanu.
Langston Harbour bridge: notes by C.R. Clinker.
Photograph taken 3 August 1952 with Terrier hauling 15.35 Havant to
Hayling Island.
Last of the Lickey banker. 224. illus.
0-10-0 No. 58100
Number 196 (September 1956)
Norman Harvey. On and off the footplate — mainly 4-6-0s: Locomotive
Causerie No. 193. 225-30
Footplate observations: Driver Albert Young of Camden with Inspector
Drury on rebuilt Patriot No. 45514 Holyhead with 10.50 for Blackpool;
a 460 ton train stopping at Watford Junction, Bletchley, Rugby, Nuneaton
and Stafford (where recorder left) ; and retun on 16.05 ex-Wolverhamptopn
on No. 45734 Meteor which was routed via Northampton. Also summary
of Standard Class 5 performance on Southern Region Eastern Section.
Norman Harvey. Stephenson runs to Brighton again. 230
N15X No. 32329 Stephenson ran from Victoria to Brighton in
sixty minutes. on a Stephenson Locomotive Society excursion.
W.J. Reynolds. 60 years of railway photography. Part
4. 231-7. including Some lesser know GNR types.
(236-7)
GNR small Atlantic No. 984 at York; large Atlantic No. 290; Marsh
H2 No. 422 (in LBSCR livery); NBR Atlantic No. 880 Tweeddale; GCR
Atlantic No. 192; NER Atlanic as LNER No. 2168; Marsh H2 No. 423 The Needles
(Southern Railway); NER V Class No. 742 in original state; V1 Class No.
1680 (LNER); Marsh H1 No. 39 Hartland Point; Caledonian Ry. 4·4-0
No. 767 an enlarged Dunalastair II; G.N.R. 4-4-0 No. 1395 in 1912; S.E. &
C.R. No. 19 4·4·0 Class E at Battersea in 1913; G.N.R. 4·2-2
No. 266 designed by H.A. Ivatt and built in 1898;. the prototype of the last
single express type for the G.N.R. with considerable differences from the
eleven subsequent engines built in 1900 which had deeper frames and larger
cylinders (19 in. against 18 in), No. 266 also had the Stirling type chimney.
(photo taken in 1906). GWR. 4·4·0 No. 3814 County of Chester
was one of the earlier straight framed examples. Photo at Old Oak Common
in 1913 shows engine with the then new standard GWR chimney and top feed;
N.E.R. 4·4·0 No. 2107 (Class R) built at Gateshead in 1901 was
designed by Wilson Worsdell in 1899. The pheto shows the original style of
the class as built and was taken in 1903. GER 4·4·0 (Claud Hamilton)
No. 1894 photo shows her in original form as built with the oil tender and
was taken in 1904. GNR 4·4·0 with large boiler. No. 1321 was the
first so constructed at Doncaster in 1898 (had the large Stirling built-up
type chimney) photo taken in 1898. GWR. 2-8-0 No. 2859 photo taken in 1919
at Southall shows top feed and large copper capped chimney; Caledonian Ry.
4-6-0 Express Engine No. 50 Sir James Thompson, photo at Carlisle
in 1911; GNR. original Atlantic No. 990 Henry Oakley.photo at King's
Cross prior to the trip to Doncaster, 20 September, 1953. 0-4-4T No. 942
(Nos. 941-4): series built with shorter side tanks to work Victoria to King's
Cross service; 0-4-2 No. 12 and 520: 0-6-0ST No. 611. GER Claud Hamilton
4-4-0 No. 1831 in special blue finish in 1908 (No. 1830 had been painted
black as an economy measure)
C.R.L. Coles. Continental journey. Part 2.
238-41.
Through Italy to Milan and Florence; onward to Rome by coach; thence
to Venice by train and return through Switzerland and France: 26 hours to
Calais. Photographs of Franco-Crosti streamlined 2-6-2 No. 972 at Venice
on 15 September 1955; 2-6-2 685 Class No. 546 approaching Venice on an express
and Series 745 2-8-0 approaching Venice.
T.R. Dalton. Central Wales motive power (1921-1955).
241-5.
Gradual displacement of Cambrian Railways locomotives by GWR types
(Dukes, Earls (90XX)), Manors, 2251 0-6-0s and by British Railways Class
4 4-6-0. See also lengthy response from W. Jones and another
Jones on page 337.
Two oldest Tube cars retire. 245-6.
Two of the original gate stock built in France for the Great Northern
Piccadilly & Brompton Railway and modified to form two-car sets for the
Aldwych branch
R.S. McNaught. A curioius sidelong collision. 246-7.
B12/3 No. 61545 collided with buffet car of Birminggham to Yarmouth
train it was due to takeover at Spalding and train went forward minus buffet
car behind a Class 4 2-6-0.
H.C.P. Smail. The L.B.&S.C.R. West Coast Line. 248-52.
Littlehampton branch and abandoned line between Lyminster and Ford.
New British Railways emblem. 252,
Norman Harvey. Summertime on the Southern: Locomotive Causerie No.
194. 253-8.
Detailed log of footplate journey with Driver Sam Gingell from Birchington
to Bromley South on standard class 5 No. 73083 on 9 July 1956, 82 mile/h
was attained at Farningham Road. A down journey on the 17.45 Cannon Street
to Ramsgate on light Pacific No. 34096 219 Squadron is also described.
Merchant Navy class performance beween Waterloo and Exeter and return is
outlined.
"Bluebell Line" reopens. 258-61.
Following a legal challenge the line reopened with a two hourly passenger
service and some stations remained closed.
Diesel railicar developments. 262-3.
Single units as employed on Buckingham branch and Inter City units
for Edinburgh to Glasgow service.
H.C. Casserley. A trip to Ireland. Part IX. 264-8.
Branch line to Foynes when passengers reluctantly carried on freight
service; Harcourt Street terminus with 2-4-0 No. 665 on turntable; and Hill
of Howth tram in the wet. Inchicore shed photographed with many locomotives
on shed on Sunday 24 April 1955.
A. Rimmer. The Melbourne Military Railway. 268-9.
Created from former LMS/Midland Railway branch line as training railway
for Royal Engineers during WW2: main engineering feature was bridge over
River Trent
G.H. Robin. Avoiding Glasgow terminii. 271-4.
Mainly the two underground lines; also City of Glasgow Union Railway
and other lines which avoided city terminii.
W.A. Camwell and C.R. Clinker. Around the branch lines. Buxton branch.
276-8.
The LNWR branch from Stockport. Photographs taken on 19 July 1955
at Disley with Crab No. 42923 on 10.30 ex-Manchester London Road; Chapel
en le Frith South with Fowler 2-6-4T No. 42366 on 09.00 ex-Manchester London
Road; and Crab No. 42935 at Doveholes on 10.20 ex-Buxton
R.J. Doran. Freight number 1239. 281-6.
Class H freight: New England to Ferme Park. Footplate trip on 9F No.
92031 with Driver J. Bean, Fireman B. Sargeant and Inspector Buxton. Switched
to Hertford Loop
H.C. Casserley. A trip to Ireland. Part X. 287-90.
Concluding part: return to Rosslare from Dublin: in a fortnight they
had covered over 2000 miles, 90% of which was on steam trains.
[Letters] to the Editor. 290-1
Railway Titles. V. Boyd Carpenter.
May I be permitted to comment upon the points raised by Sewell in
the October issue?
1. The Grimsby and Immingham Electric Railway is the correct title. It is
so called locally and it is so printed in the LNER timetables, Winter service,
Eastern Area, Table 74, page 286. A feature of Table 74 is the fact that
this title is printed in bold letters on the top thereof, which is the only
table in the book to have the name of the service so printed. Furthermore,
only a day or so ago I was informed by the official in. charge of the district
for commercial purposes that the railway has always been so called since
built and that it is so today — officially.
2. Mersey Railway. That this line lost its separate identity legally in 1948
may be so, but the undertaking is still called the Mersey Railway, the name
still appears at the stations, in guide-books, etc., and everyone in the
district served by the line uses that appellation and will continue to do
so, no matter what B.T.C. or anyone else thinks, does or decrees.
3. City of Dublin Junction Railway. The title is still officially used, hence
the reason for its inclusion in my list.
4. Londonderry and Lough Swilly Railway. It is immaterial whether the concern
operates trains or not, it is still in existence, the word "Railway" is in
its title. The purpose of my original letter was to correct Mr. Cassertey's
statement. To be factual,part of the Lough Swilly is still in daily use.
L.N.W.R. livery. W. Beckerlegge.
I am much interested in Bardsley's letter re painting of LNWR locomotives
(October R.W.). When I noticed that after a few months the renumbering of
engines going through works was ceasing, and consequently the red livery
also, I wrote to Crewe and was informed that the cause was "for purely domestic
reasons." In fact one or two engines which went into the paint shop with
smokebox numberplates had them removed and the original number reinstated
before leaving for traffic. Also, I understood at the time that there was
a shortage of tenders, and as the new livery included the engine number being
transferred to the tender, this necessitated some slowing down. Then, when
several standard compounds were working on the main line with numbers in
the 1100s, L.N.W. engines with such numbers had their numberplates quickly
removed and their new numbers painted on where the plates had been (a reversion
to the Ramsbottom style!) — and the practice was then extended to other
ranges of numbering.
At least one tender, attached to a Prince, had four slots on each side of
the tank to enable the correct engine number to be carried at times when
it was attached to a fresh engine: this bears out the fact that there may
not have been enough tenders for all the engines (an economy if a large
percentage of engines were laid off at times).
In addition to 5012 John Ramsbottom, red in 12/23, were 5050 Merrie
Carlisle (10/23) and 5036 Novelty (1/24). In 3/24, Penrith
Beacon came out as 5069, but may have been black unlined; others renumbered
in the same month, 5039 Corunna, 5080 Waterloo and 5108 Wyre
were certainly black. The next Jumbos to be renumbered were 1168 to 5102
(2/26), 1170 to 5002 (3/26) and 628 to 5095 (4/26).
Other renumbered engines apart from Claughtons were 5273 Jason, 5275
Tiger, 5284 Ambassador, 5296 Dreadnought, 5309
Fame, 5329 Queen Mary, 5365 Racehorse, 5393
Loyalty, 5394 Phaeton, 5403 Leamington Spa, 5404 Colwyn
Bay, 5377 Grouse: as these were done by 3/24, they were most likely
red.
Although not officially reported as renumbered 5458 until 8/27, this engine
(City of Edinburgh) was repainted red at some unrecorded date. Several
Princes were also painted red in 1923/4.
A few tank engines received the red livery, of which I think the following
are correct: 6444 (ex 2804, N.L.5), 6462 (N.L. 68), 6621(?), 6637, 6644,
6692, 6693(?), 6729, 6756, 6799(?), 6801(?), 6806, 6809, 6819(?), 6824(?),
6918, 6951, 6956(?), 6963, 6975, 6986, 6993, 7943 to 7947(?).
Hardwicke was not renumbered 5031 till May, 1928, and was never in
red livery.
Mistaken identity. Pat Dalton. 291
On page 243, September, 1956, issue of the Railway World there
appears a plate illustrating a Cambrian 4-4-0 locomotive. Unfortunately this
plate was submitted in error, the locomotive being an ex-Midland and South
Western Junction No. 2, GWR No. 1120. It is, however, interesting to note
that this locomotive does bear certain similarities to a late Cambrian 4-4-0,
such as No. 82, destroyed in the Abermule disaster. The plate herewith shows
an earlier Cambrian 4-4-0 locomotive, constructed by Sharp Stewart, probably
in 1878. Illustration: Cambrian 4·4·0 locomotive constructed by
Sharp Stewart.
Melhourne Military Railway. Allan Batt.
In Mr. Rimmer's most interesting article on the Melbourne Military
Railway in the October issue of Railway World, the statement about military
railway bridging is not quite correct. There was a complete railway bridging
school at King's Newton which, in addition to training, did most of the
experimental work on military railway bridging before the invasion of Europe
in 1944. The bridges were served by temporary tracks from the MMR to bring
materials to the site from the neighbouring transportation stores depot.
There was no civilian passenger traffic over the railway, but goods traffic
was handled by civilian station staff. At least during 1943 and 1944, special
leave trains ran on Saturday and Sunday evenings from Chellaston Quarry to
Derby. They were worked by MMR engines, stock and staff'. I have a conventional
printed ticket lettered L.M.S.R. Chellaston East Junction (Melbourne Military
Railway) to Derby and back.
60 Years of Railway Photography. G.G. Templer.
In the interests of historical accuracy. may I point out two errors
in Mr. Reynold's article in the September issue of Railway World?
Firstly, the caption to .E.R. No. 742 on p. 233 refers to the two engines
Nos. 730 and 731 as three-cylinder compounds; actually they were four-cylinder
compounds on Smith's system. (See Ahrons, The British Steam Locomotive,
pp. 326, 327). At the bottom of p. 231 Mr. Reynolds is not quite right about
the GWR. Atlantics. Actually, only one engine, No. 171 Albion was
designed and built as a 4-6-0 and suffered the double conversion to 4-4-2
and back again to 4-6-0, in 1904 and 1907 respectively. In 1905 nineteen
further engines were built, six as 4-6-0s and thirteen as Atlantics with
frames arranged so as to be readily convertible to 4-6-0 if necessary, a
conversion which was effected in 1912. But the point is that the thirteen
were designed and built new as Atlantics and only suffered the single conversion
to 4-6-0. From the years 1905 to 1907—a short period I admit—the
GWR possessed the by no means insignificant quota of eighteen " Atlantics,"
viz., the fourteen engines mentioned, the four-cylinder engine No. 40, and
the three de Glehn compounds already dealt with by Mr. Reynolds, and I should
think that this total would, at that period be exceeded only on the G.N.R.
and G.C.R. Readers desiring further information on the somewhat involved
story of rhe G.W.R. 2-cylinder 4-6-0s and Atlantics will find this fully
dealt with in Part 8 of the Locomotives of the G.W.R.', published
by the Railway Correspondence and Travel Society.
Birchington to Bromley. W.A. Tuplin
The figures given on p. 257 in Mr. Norman Harvey's article are interesting
and it seems that if both the boiler pressure gauge and the safety valves
on No. 73083 were working properly, the engine never blew off on this
time-gaining run with hard going and frequent stops.
This is the most important appraisal of the enginemen's work as it is the
hall-mark of a crew with knowledge, skill, confidence and care.
W.J. Reynolds. 60 years of railway photography. Part
5. 292-7.
S.E.C.R. 4-4-0 No. 175, with domeless boiler, at Bricklayers Arms
in 1907; L&YR 4-6-0 No, 1511 at York; L&YR 2-4-2T No. 84 at York;
HR Jones Goods 4-6-0 No. 112 at Inverness in 1912; HR 0-6-0T No. 22 at Inverness;
CR 4-2-2 No. 123 (with Drummond boiler); G&SWR 4-4-0 No. 341 at
Glasgow St. Enoch; LB&SCR. 4·4·0 (Class B4) No. 45 Bessborough
built at Brighton Works in 1901, was notable for being the only L.B.S.C.
engine to have the Drummond water-tube boiler. These tubes were removed in
1911 photographed in 1904; LB&SCR 0·4·2 No. 304 Nice at
Eastbourne with an old Craven tender Class D2. built in 1877 at Brighton;
LB&SCR 0·6·0T No. 81 Beulah at Kemp Town; LB&SCR
4·4·0 (Class B.4) No. 70 painted in the Marsh livery ot umber brown
as shown in the photo taken in 1909; LB&SCR 0·4·2 No. 212
Hartington was Class D3. photo at Eastbourne; LB&SCR 0·4·2
No. 215 Salisbury. Midland Railway 2·4·0 No. 227 at Kentish
Town in 1908; Special Trip over Kemptown branch on 23 June, 1956. Ex
LB&SCR. Terrier Brighton Works (Stroudley livery); Midland Ry.
4-2-2 with 7 ft. 6 in. driving wheels No. 643; G.C.R. 4-4-0 Director class
No. 506 Butler-Henderson; LSWR No. 162 0·6·0 302 class
(designed, by W .C. Beattie and built by Beyer, Peacock & Co. in 1874),.
engine is shown as rebuilt by Adams but with Drummond chimney. Photo at
Strawberry H ill in 1912; LB&SCR No. 541 0·6·0 Vulcan Goods
as rebuilt by D. Earl. Marsh in 1908 and classed C2X with 5 ft. boiler and
extended smoke-box; LB&SCR No. 430 Stroudley C Class Goods 0·6·0
built at Brighton in 1887 (one of a class of 12 known as Jumbos. They were
very powerful and did a large amount of passenger work but ware painted in
the dark green goods Iivery. No. 430 outlasted by many years the rest of
the class and was in the service until after the formanon of the Southern
group. She was never rebuilt but acquired a Marsh chimney in 1919. No. 430
made history in December, 1914, by worktng a troop train from Brighton to
Doncaster (over 200 miles) via Snow Hill, Farringdon Street and King's Cross
on to the GNR. main line. She was scrapped in 1924 after 37 years service);
Midland Ry. S.W. Johnson 4-4-0 built in 1901 as No. 2595 renumbered No. 553
in 1907 and rebuilt by Henry Fowler to standard and superheated in 1913:
photo at Kentish Town in 1914; NER 4-4-0 Q Class No. 1875 at York in 1911;
GER 4-4-0 Claud Hamilton No. 1843 (one of the 1906 batch of Belpaires).
photograph taken at Lowestoft shows her in original form but wartime livery;
LB&SCR 0-6-0 Class C3 No·. 302 one of the class painted in the Marsh
umber brown livery. LSWR 4-2-2-0 4-cylinder double single No. 373 was one
of a class of 6 engines built at Nine Elms
J. Spencer Gilks. To Westerham via Oxted. 298-300.
Proposed railways from Oxted to Westerham from 1863/4 until 1884,
but all thwarted by agreements not to compete by the adjacent companies
"Castles" in the air. W.A. Camwell. 300.
Two Castle class locomotives testing Severn Bridge.
R.S. McNaught. Smoke and steam. 301-5.
Carlisle, painted in Furness Railway red, of
the Bishop's Castle Railway encountered at Craven Arms blowing a smoke ring;
observations of traffic on the Chester & Holyhead main line made with
field glasses from the Heswall Hills in the Wirral across the Dee. Even at
that distance the combination of the odd exhaust and the sound eenabled Webb
compounds to be identified
W.A. Camwell. Dursley branch centenary. 306.
W.J. Reynolds. Restoration of L.T.&S.R. No. 80 Thundersley. 307
Norman Harvey. The fascination of the London Midland.
Locomotive Causerie No. 196. 309-13+
Refers to the intensive use of Nos. 46256 and 46257 in 1948 when they
ran 600 miles per day on a six day/week basis. Noted that the rebuilt Scots
based at Holyhead were achieving 530 miles per day on workings through to
Euston. Table of Euston to Rugby performanc behind Jubilee No. 45737
Atlas, rebuilt Patriot No. 45514 Holyhead and No. 46243
City of Lancaster
Closing of Welshpool and Llanfair Light Railway. 314.
From 5 November 1956. Stephenson Locomotive Society special on 3 November
hauled by The Earl.
J.I.C. Boyd. Donegal revisited. 315-20.
Travel in part behind steam.
W. Jones. The Burry Port & Gwendraeth Valley and Llanelly &
Mynydd Mawr Railways: more Welsh lines. 320-5.
Tables of locomotive stocks which included builders, works numbers
and dates.
W.J. Reynolds. 60 years of railway photography. Part
6. 326-32.
Claughton No, 1161 Sir Robert Turnbull; LNWR 4-6-2T No. 1006;
LSWR 4-cylinder 4-6-0 No. 458; H15 No. 487; LNWR 0-8-0 with Belpaire superheated
boiler No. 2551; 19-inch goods 4-6-0 No. 2188 on passenger train at Abergavenny;
GER 4-6-0 No. 1514 at Stratford in 1912; SECR 4-4-0 No. 475 (originally LCDR
M3 class); GNR Ivatt superheated 4-4-0 No. 61; Claughton No. 208 equipped
for oil burning; 0-8-2T No. 1515; rebuilt Webb 4-cylinder compound 4-4-0
No. 1980 Neptune; Claughton No. 1407 L/Corp J.A. Christie; George V 4-4-0
No. 2242 Meteor; Prince of Wales No. 940 Ricahrd Cobden; Class 3 4-4-0 No.
717; Stirling 0-4-2WT as rebuilt Ivatt No. 116 at Hatfield in 1906; Midland
Railway 0-6-0T No. 1618; 0-6-4T No. 2029 in original condition; LBSCR E6
0-6-2T No. 411; LSWR M7 with superheater and extended smokebox No. 126; Stirling
GNR 0-4-4T No. 829; LMS former MR 0-4-4T No. 1381; LMS Kirtley 0-4-WT No.
1200; LBSCR 0-6-0T No. 103; LSWR M7 No. 26; GER Decapod 0-10-0T and GNR
4-cylinder Atlantic No. 271.
W.A. Camwell and C.R. Clinker. Around the branch lines. 333-6
Romiley with 2P 4-4-0 No. 40556 on 10.50 Manchester Central to Chinley
on 14 July 1955; Strines with 4-4-2T No. 67443 on 14.18 Manchester Central
to Hayfield on 14 July 1955; 4-4-2T No. 67421 on push & pull set at Park
Bridge on Oldham Ashton & Guide Bridge Joint Railway on 14 July 1955;
11.31 hahled by No. 42463 Stockport to Stalybridge at Ashton Park Parade
on 19 July 1955; No. 3778 with auto coach at Windmill End with 18.24 Dudley
to Old Hill on 30 June 1955 and No. 41902 on 18.48 Walsall to Dudley
at Great Bridge on same day.
To the Editor. 337
Central Wales Motive Power, 1921-1955. W.
Jones
In " Period I " described by Dalton as " late Cambrian and early G.W.R.
days" the older Cambrian engines were being withdrawn and the problem was
that the main line from Whitchurch to Aberystwyth and Coast line from Dovey
Junction to Barmouth and Pwllheli were classified by the G.W.R. as yellow
routes with a maximum permissible axle load of 16 tons, while the mid-Wales
line between Llanidloes and Brecon was uncoloured with a 14-ton axle load.
The most powerful yellow G.W.R. engines were the 3252 class Duke 4-4-0s and
while many of these were working on the main line by the summer of 1925,
they were for many years prohibited from the Coast section as the old 45
ft. turntable at Afon Wen could not take them consequently various shorter
2-4-0s, etc. had to be sent to the area. The summer of 1925, when on holiday
at Aberystwyth, was a particularly interesting time on the Cambrian line.
The Royal National Eisteddfod of Wales was held at Pwllheli during the August
week at the height of the summer holiday traffic so that the long single-track
Coast line was taxed to its utmost. In addition to Cambrian types, G.W.R.
engines sent to the area at the time were approximately: 20 3252 class Duke
4-4-0 (5 ft. 8 in. wheels), 11 3206 class Barnum 2-4-0s (6 ft. 2 in. wheels),
15 3201" and 3501 class Stella 2-4-0s (5 ft. 2 in. wheels), 3 3232 class
2-4-0 with 6 ft. 8 in. wheels and 4 3521 class 4-4-0s with 5 ft. 2 in. wheels
and short wheelbase. In addition several Dean 2301 class 0-6-0s were transferred
from Cardiff area for banking, piloting, and working specials during August,
and this type later worked regularly on the Cambrian section. The Barnums
like the Dukes were yellow engines, the remainder uncoloured and so perrnitted
on the mid-Wales line.
At that time the four largest Cambrian 4-4-0s (94 class) were working on
the main line and it is not generally realised that these were slightly more
powerful than the Dukes and were grouped with the Bulldogs in G.W.R. loading
lists, although the latter were blue route engines and prohibited from the
Cambrian section. Nos. 94, 96 and 97 were withdrawn in 1928 and 98 in 1933.
G.W.R. numbers were 1014, 1029, 1035 and 1043. The fifth engine, 95, was
destroyed in the Abermule accident in 1921. The 94's were handsome machines
built by Robert Stephenson & Sons in 1904 and had 18½ in. by 26
in. cylinders and 6 ft. 0 in. driving wheels. Very few photographs of the
94s are now available, the enclosed print by K.A.C.R. Nunn showing No. 95
on an up express Talyrddig Bank is therefore interesting and typical of one
of the heavy trains. It is banked by an earlier 4-4-0 and the L.N.W.R. vehicles
will be noted., the Cambrian worked in close co-operation with the latter
before grouping.
It is unfortunate that the lower photograph on page 243 is incorrect as it
illustrates a Midland and South Western Junction 4-4-0, apparently G.W.R.
No. 1120 built by North British Locomotives Co. in 1909.
The last Cambrian engines to be built were four 15 class 0-6-0s built by
Beyer Peacock & Co. in 1918. They were an improved version of ten 89
class 0-6-0s built by Robert Stephenson and Beyer Peacock in 1903 and 1908,
and had 18 in. by 26 in. cylinders 5 ft. 11 in. wheels and boilers similar
to the 94s. A dozen of these survived nationalisation in 1948 (Dalton mentioned
three) and they were then still going strong on the Cambrian section. Although
yellow engines they were permitted on the mid-Wales line where they worked
both passenger and goods trains until replaced by the L.M.R. and B.R. class
2 2-6-0s. The maps exhibited in shed masters' offices still show the Cambrian
main line as a yellow route and authorised blue engines are confined to
six-coupled types only, i.e., 78xx and 75xxx 4-6-0s, 43xx 2-6-0s and 41xx,
etc., 2-6-2 tanks. The Coast line is still yellow although 78xx and 43xx
engines from Chester Division visit Barmouth over the former G.W.R. line
from Ruabon to Dolgelly which had been blue for many years.
I was at Barmouth on the Saturday of August Week, 1954, and the Old Cambrian
section was as interesting as ever. Coast traffic was particularly heavy,
trains fre- quently loading to eleven bogies, including specials to Penychain
Holiday Camp and 22xx 0-6-0s, 55xx 2-6-2Ts, 90xx 4-4-0s and 78xxx 2-6-0s
were being used in pairs, a line of these engines being kept at Barmouth
during the day.
Central Wales Motive Power, 1921-1955. G.E.
Jones
With reference to the excellent article on Central Wales Motive Power
in which it is stated (page 243) regarding the 90XX class that five of the
class are in store, at the moment this is incorrect. During August. 1956,
the following were stored: -
SWINDON, 9009/12, both 89C and 9011/23, both 82C.
OSWESTRY, 9010/20/6, both 89A.
CRAVEN ARMS, 9004/24, both 89C (since before May).
WORCESTER WORKS, 9025, 89C (about July).
ABERYSTWYTH, 9016/22, both 89C.
The above have all been stored for some two or three months. The two at
Aberystwyth have been in store since the summer of 1955 and still carry Bath
Road (82A) shed plates when they were shedded at Bristol in 1953 after storage
at Swindon. Additional notes are that 9005/18 were taken out of store at
Swindon on 10th June and sent home to Aberystwyth (9005) and Machynlleth
(9018) for the summer. The one supposed to be in the Paddington District
9015 of Oxford (81F) was at Portmadox Shed on 19 August, with a Machynlleth
shed plate (89C) an unrecorded transfer. The one allocated to the Stafford
Road District, 9028 of Wrexham Croes Newydd (84J), was at Portmadoc Shed
the previous Sunday and on 25 July worked an excursion from Portmadoc to
Rhyl via Denbigh and would also appear to be another unrecorded transfer.
On the 19 August only seven were at work on the Central Wales line: Nos.
9005/13/4/5/7/8/28. .