Railway World
Volume 48 (1987)
key file

Issue Number 561 (January 1987)

A.G. Cramp. West of Basford—the Great Northern's Derbyshire Extension. 6-10

Adrian Vaughan. Great Western Railway power signalling: 2. 20-4.

Issue Number 562 (February)

Roy Edwardes. The art of the railway boilersmith. 84-6.
Began at Bristol Bath Road where former GWR practice employed hot water washing out. Scale was a problem as hard water was prevalent. Finished at former LMS Barrow Road depot whre cold water washing out was employed and many locomotives were in poor condition. The work frequently involved working in hot fireboxes..

Rex Christiansen. . The Wrexham & Minera Joint Railway. 87-90.
Served Brymbo

Issue Number 563 (March 1987)

Richard K. Morriss. Hookgate — end of an era. 134-6
Closure of site near Shrewsbury used to produce continuous welded rail.

New books. 144-5.

BR traction in colour. Brian Morrison. Ian Allan. 96pp.
Divided by Sectors

LMS reflections. Bob Essery and Nigel Harris. Silver Link. 144 pp.
From BBC Hulton Picture Gallery

London's Underground suburbs. Dennis Edwards and Ron Pigram. Baton Transport. 137pp.

Fiennes on rails. Gerard Fiennes. David & Charles. 190pp.
Mentions telegraphic syle of writing as in "Came back from York on HST at 125 mph. Smooth as silk."

Lord Willoughby's Railway — the Edenham branch. R.E. Pearson and J.G. Ruddock. Willooughby Memorial Trust. 120pp.
Built to link Estate with Great Northern Railway at Little Bytham, sought involvement of Gooch, Stroudley and Sturrock,

Great Northern locomotive  history. Volume 1. 1847-66, N. Groves. RCTS. 123pp.

Maurice Burns. Five more years 'labour of love': the continuing story of NELPG, 149-53
North Eastern Locommotive Preservation Group formed in 1966  and described in Railway World, 1981, December Issue. Involvemenjt with ICI at Wilton on Teesside in restoration of K1 2 -6-0 No. 62005 (2005) whch had some time at Fort William on the Mallaig steam service. The beginning of major work to restore No.  60532 Blue Peter and No. 60019 Bittern.

W.A. Sharman. Lochaber revisited. 154-61.
Preserved Class 5 4-6-0 on Mallaig to Fort William trains where lack of turntables and heavy rain made the ascent of the climb to Beasdale when working tender-first extremely difficullt and once it required three attempts.

Joan Jackson. Mallard's southern tour. 162-77.
Extremely nostalgic with colour illustrationss of No. 4468 Mallard in aaction and black &  white photographs of John Bellwood and Eric Bannister

J.E. Danks. Going Great Western at Kidderminster Town. 168-72.
The recreattion of Kidderminster station to form one of the two termini of the Severn Valley Railway.

Number 564 (April  1987)

V.R. Webster. The 'Wessie' at large: workings by LNWR engines in the East Midlands and South Yorkshire. 198-202

Derek Raynsford. Thirty years ago: Bentley-Bordon.  216-19.

Don Rowlaand. Essence of LMS: coal and marguerites. 220-3.

Graham Hancock. Falmouth Docks steam: the end. 2224-6.

Number 565 (May)

Bill Simpson. Potton: recollections of a country station. 262-5.
Captain William Peel, son of Robert Peel promoted the Sandy & Potton Tramway which opened in 1857.  Closed 1966. Mentions history of Shannon and suggess Jane may have been another locomotive. Illustrations: Potton station in final years of existence; LNWR 18-inch 0-6-0 on freight climbing to pass over GNR main line; memo sent to Wilson, first station master in 1864; Potton station platform c1900; frontage in 1960s; George Howe at closed station; signalbox

Michael Harris, The restoration of 4-COR EMU No. 3142. 266-8

D. Townsley, End of an era: Hunslet's locomotive production, 1949-71. Part 1. 277-81.
Apprentice at Jack Lane. Illustrations: Barsi Light Railway 2-8-2 WN 3667-9; WN 2670 for 2-ft gauge; 0-4-2T for Howrah Amrah Light Railway WN 3702-4;  0-6-0ST WN 3698/1950 Repulse and WN 3734 Cumbria on Haverthwaite and Lakeside Railway (colour); boiler backhead and cab fittings on one of Calcutta 0-6-2Ts; Sudan Government Railways 0-6-0T WN 3740-49;  table of works orders; Bukta class 0-6-2T as supplied to Arrah-Sasaram Railway; Shadra class 2-6-4T for Shahdara-Saharanpur Railway WN 3711-12.

Cambridge University Railway Club. 282-3.
Colour photographs from annual competition: Class 31 on passenger train in Hope Valley; Indian Railways YP class metre gauge Pacific leaving Udaipur City on passenger train; Conrail diesel locomotives on freight passing Bethleham, Pennsylvania steelworks (Rust Belt)

P.M. Shaw. Deadlock over the Settle-Carlisle. 284-7.

David Jackson. Robinson's elegant Atlantics. 288-91.
Considered the three-cylinder compounds to be the best of the type. Considers the influence of J.M. Smith of the NER and his son, J.W. Smith of Derby on the design. Considers that William Thorneley, Chief Draughtsman and Works Manager, was a major infuence. Illustrations include a reproduction of a V. Welch painting of No. 364 Lady Henderson as decorated for a Royal working.

Petrer van Zeller. Gravitation towards Porthmadog. 292-
Ffestiniog Railway on 19-20 April 1987 ran demonstration trains of slate wagons worked by gravity.

Issue Number 566 (June)

Don Rowland. Dragonfly days: the 50th anniversary of the 'Coronation Scot' (the essence of LMS). 326-9.
Calls the A4 one of the ugliest locomotives ever to run in the British Isles: thus the approach is canted, but does suggest that the economics of the Coronation Scot were unsound (that is in terms of receipts), but that publicity value (presumably to counter LNER) was jusifiable. Makes much of Railway Air Services.

Bryan Holden. Dobbin's Yard, Halifax - tribute to the railway horse. 338-9.
National Museum of the Working Horse.

Alan Bennett. The Falmouth branch. 340-4.
Main line to Falmouth opened by the Cornwall Railway on 24 August 1863. The engineer was R.P. Brereton. The line was originally broad gauge.

Philip Horton. The Banbury link: a short history of some Great Central cross-country services. 1. 345-50.
Appointment of Sam Fay as General Manager in 1902 led to increase in cross country services, notably Newcastle to Bournemouth. This was followed by a service from York to Southampton Docks using the route via Didcat and Newbury and giving a connection for the ferry to France. In 1906 the complex service from Newcastle to Cardiff via the Banbury and Cheltenham Direct Railway started: this catered for ship's crews and included a portion from Hull. In 1905 a remarkable locomotive through working between Leicester and Plymouth (and possibly from Manchester) was performed by Robinson Atlantic No. 267, crewed by Driver Hinchcliffe and Fireman T. Newall. Notes Great Western and Southern locomotives working north beyond Leicester and Castle class having to be turned at Grantham. Illustrations include H. Gordon Tidey photographs of Robinson C4 Atlantics on Charwelton water troughs hauling GWR stock and Southern (former LSWR) stock..

David N. Clough and Martin Beckett. Traction testing (Modern Traction Performance). 351-7.

Alan G. Dunbar. The Caledonian '300' 0-6-0s. 358-61.
Built in 1917 to replace 25 locomotives on loan. It was stipulated that these must be fitted with steel fireboxes, and 12 locomotives were constructed in accordance with the instruction, but the remainder had copper fireboxes and all the steel fireboxes had been replaced by the end of 1922. Cold water washing out was the cause of the failure ofr the steel fireboxes.Although supplied with piston valves the locomotives were supplied with saturated boilers, but later superheated. With order No. Y123 the piston valves were replaced by overhead slide valves, similar to those used by Pickersgill on the GNoSR. Up to 1936 all locomotives were fitted with wide Schmidt-type rings, but between 1936 and 1940 these were replaced by four rings.

Number 567 (July 1987)

Neve, Eric. The 'Coronation' of the LNER. 390-3
Mentions original concept of Aberdeen in nine hours, but settled on Edinburgh, originally with a York stop.Includes logs of runs with York stop behind No. 4491 Commonwealth of Australia:

Townsley, D. End of an era: Hunslet's locomotive production, 1949-71. Part 2. 413-16.

Number 568 (August 1987)

Brian Haresnape. PFW. 466
Murdered in Barcelona on 13 May 1987: obituary

A.J. Powell. The Armstrong Whitworth 'black fives'. 475-9.
1462 steam locomotives were built at Scotswood from 1919, One hundred locomotives (Works numbers 1166-1265) 5125-5224 cost £5375 each. A further 227 with sloping throat plates (WN 1280-1506) 5225-5451 cost £6244 each. 4500 tons of castings were manufactured in Letchworth. Frame cracking was a problem..

Number 569 (September 1987)

Rose, R.E. The Midland 0-6-4Ts: sinners or sinned against? 518-21.
Partly personal memories of this class of locomotive when used on local services into Manchester Central and seen from his parent's garden in South Manchester. The class was sometimes known as "Flat-irons" and had a major propensity for derailing: the most notorious was the fatal accident to the Lincoln to Tamworth mail train on 6 June 1928. The locomotive spread the track at Swinderby and derailed at 55/60 mile/h. On 25 February and 20 March 1935 at Ashton-under-Hill and Moira respectively there were further derailments due to poor track and excessive speed. As a consquence of the Ashton derailment Colonel Mount rode on No, 2011 with Colonel Rudgard on good track, but oscillations developed. At the Moira derailment it was obvious that the track was being damaged by the locomotives.

Bert Hooker. Firing the 'Nelsons'. 547-50
Began during WW2 in 1940 with run from Waterloo to Bournemouth and back. Subesquently he xeperienced No. 865 Sir John Hawkins, the locomotive with 90° crank settings which seemed to pull harder, but consumed more coal. Also experienced firing on No. 857 Lord Howe, with its experimental round-top firebox, on a 16 coach train from Salisbury and had no difficulty in getting to Andover in 22 minutes

Issue Number 570 (October 1987)

David Burke. When Armstrong Whitworth built for Australia. 583-7.
South Australian Railways, under its Chief Commisssioner W.A. Webb, sent Fred Shea, young Chief Mechanical Engineer, and C. Baghurst, the mechanical inspector to the USA where negotiations were made with the American Car and Foundry for the supply of 1200 wagons to be shipped in parts to Adelaide. Shea visited Alco, but it was Government policy to buy British and he sailed on to Britain to visit Armstrong Whitworth in Newcastle-upon-Tyne where he met William MacArthur, manager of the Scotswood works, Matthew Blacklock, chief of locomotive design and Robert MacKenzie, chief draughtsman. This led to the design of three designs: 600 class Pacific, 700 class 2-8-2 and 500 class 4-8-2.

Letters. 593.

Bournemouth line steam -20 years on. Christopher D. Bennett 
Refers to D. Benn article (July 1987 issue) and questioned one important feature of one of the logs, namely, the claimed 100mph of unrebuilt 'West Country' No 34102 in Run 1 of Table C (page 409). In the references, Benn mentions Bulleid's Pacifics by D.W. Winkworth (published by Allen and Unwin). In this book, page 122, Winkworth refers to the running of No 34102 on 14 June 1967 and comments, 'For No 34102, a speed of 100mph at MP 36the site of Bramshot Halt is claimed. The pass to pass time Fleet-Bramshot is stated as 32sec, which for the distance of 68ch gives an average speed of 95.6mph. Once again, the century may have been reached although the supporting data is too lean to establish the point without question.' At 100mph, a distance of 68ch occupies only 30.6sec. It is also a pity that, despite the title of the article by Benn, none of his logs includes the Southampton Central-Bournemouth- Weymouth sections of line.

(We referred Mr Bennett's letter to Mr Benn who replied as follows. Ed)
Thank you for giving me the opportunity to comment on the letter from Mr Bennett. I am, of course, quite satisfied that No 34102 reached 100mph near Fleet on 14 June 1967, otherwise I would not have included details of this run in my selection. I am also well aware of the controversy which surrounded the maximum speed attained that evening and I would be a lot less certain if I had relied only on station passing times, especially over such a short distance as 68ch. Who can be sure that this measurement is taken to the same points on the respective stations by the train timer concerned? He suggested that milepost times are a much better guide to any claim of authenticity and set out below the relevant details for No 34102: actual times and speed from Winchfield to Farnborough milepost by milepost with 100 mile/h at MP 36. Bearing in mind that there was a slight drop to 97mile/h on the stretch of dead level track at MP 37, and that the speeds recorded match the gradient profile exactly, he would submit that this is a fully authenticated record of a Light Pacific reaching 100mile/h on virtually level track. Without going into too much detail, it is worth mentioning some other occasions when Bulleid Light Pacifics were known to have reached authenticated speeds of around 100mile/h. he personally recorded details of No 34013 reaching the three-figure mark at Hurstbourne and Nos 34021 and 34001 attaining 97 and 98mph respectively near Winchester Junction. No 34042 is reputed to have reached 102mph down Roundwood Bank, although he had no details of this. None of these runs appeared in Winkworth's book because he did not choose to submit them at the time.

The Southern's dieselisation plans. H.C.B. Rogers.
I take great exception to the accusations levelled at myoid friend R. A. Riddles by Mr T. R. Hume ('Letters' May 1987) regarding his attitude to diesel locomotives. He says that 'Riddles and company' stamped on the intentions of the LNER to build them 'because they would have involved a large number of locomotives to make sure that experience with them could not be ignored'. All this is quite untrue. He then goes on to give an account of the transfer of diesel locomotives from the LMR to the SR which is a travesty of the facts.
The true account of the early operating history of these diesel locomotives is contained in my book Transition from Steam (published by lan Allan l.td). for which I have the authority of Riddles, R. C. Bond and J. F. Harrison; since the book is now out of print, I may perhaps be permitted to quote from it. Nos 10000/1 were, says Bond, very good locomotives and superior to their near contemporaries on the Southern Region. The first of these latter locomotives was not ready until November 1950. The Southern had decided on three locomotives, but the third was deferred until experience had been obtained with the first two, the second one being completed in September 1951. There were now four diesel express locomotives available for trials, but Riddles says that it was difficult to get them properly tested because the operating people disliked them, and either could not or would not find suitable paths which would permit of their maximum use. Part of the operating objec- tion was that they did not fit in with the 'link' system. Top-link drivers shared the top jobs in rotation, which meant that, with the diesels being used on the most important expresses, they might drive a diesel one day and then exclusively steam engines for the next week or so. But unless all of them were thoroughly trained in diesel operation, much trouble could result.
It was clear to Riddles that the diesels were not getting the best usage, and he accord- ingly arranged that the four should be allocated to the Southern Region, where, having a smaller proportion of steam locomotives, they were anxious to try the new motive power.
With regard to Mr Hume's remarks on LNER diesel locomotives, that railway had formulated tentative plans to convert the East Coast Anglo-Scottish services to diesel traction, with 25 diesels replacing 32 Pacifics. However, J. F. Harrison says that he knew the LNER Board had discussed such a plan, but never heard that they had decided on it. He does not think that Peppercorn would have been in favour, as so much could be done by his Pacifies, without having to arrange new maintenance facilities, training, etc. It certainly seems unlikely that the LNER Board would have come to a decision without informing the CME.
It is true that Riddles did not himself favour main line diesel traction (though he approved of diesel shunters and multiple- unit trains for local services). but he believed that a massive expenditure on dieselisation would delay electrification in which he was sure that the future of the railways lay, and he was convinced that the large number of rugged, simple and modern steam loco- motives, that he was building, could run the railways until electrification of the main lines could be completed. And who today would say that Riddles was wrong?

The Banbury Link. Phillp S. Evetts 
This two-part article (June and July 1987 issues) was of great interest to me, particularly as I was employed at Swindon Works from 1931-36. During most of this period, an LNER engine was stabled at Swindon from about 11.50pm the previous evening until 8pm. My memory suggests that it left on the 9.5pm to York and the engine was an ex-GNR Atlantic or ex-GCR 'Director'. We were told that this working was on a reciprocal basis: five years an LNER lodging turn to Swindon, and five years a GWR locomotive and men to Leicester. Regarding the GCR Atlantic workings to Plymouth in 1905, some of the older enginemen recalled details, such as that the Gorton engine and men worked through to Plymouth and that one of the trains had stalled on Hemerdon bank because the GWR couldn't (or wouldn't) provide an assisting engine. On arrival at Plymouth, the GCR crew would have had little rest because the Laira shed staff must have needed advice in order to clean the firebox, ash pan and smokebox and prepare a strange engine in under 4hr for a long run back to its home shed. My guess is that the GCR provided a relief crew, perhaps from Leicester to Exeter. Even if Leicester men worked to Plymouth and back, the fireman would have had a very hard day. A photograph of one train west of Taunton exists. When I first heard of these exploits, I wondered why the GCR route from Manchester was used, because the GWR could have used its running powers via Crewe, from Manchester LNWR. Also in Mr Horton's article, it is quite correct to say that the Ashford (Kent)-Newcastle service was suspended in 1944. However, from the point of view of the Banbury-Woodford link, the same path was used from Reading West onwards for a similar train which then started from Southampton.

New books. 594.
The LNWR recalled. Edward Talbot. OPC. 191pp.
Grreatly recommended.

A.J. Mullay. How not to close a railway. 596-7.
In 1925 the LNER decided to withdraw its passenger service to Granton. This also involved the closure of the station at Trinity used by fishwives and their wares. It involved negotiations with the LMS as fish traffic at Granton was shared between the two railways. Closure was instigated by J. Calder, the General Manager (Scotland) who checked the legal position with the Scottish Solicitor, T.B. Maitland. Ten days notice of closure was given to the public and this caused an outcry in the press and reached the ears of Captain Wedgwood Benn, the Liberal MP for Leith, and the LNER through its Passenger Manager Stemp and Strang, the Superintendent were required to provide statistical evidence to the Ministry of Transport to justify closure, which they did.

Peter Johnson. 85 years of the Welshpool & Llanfair Light Railway. 600-5.
Includes the return of The Ciountess to traffic as welcomed by the Dowager Countess of Powys at Raven Square on 16 August 1986.

G. Wood. The Lambton 'mainliners'. 606-7; 610-13.
Includes a map of thre Lambton Railway system which latterly was owned and operated by the National Coal Board.

Eric Neve. The last LNER luxury expresses – the 'West Riding Limited' and the 'East Anglian'. 614-17.
Includes logs of runs: the West Riding Limited was aimed at giving the Yorkshire businessman from Leeds and Bradford time for a full afternoon in London and enough time in the office before a rapid transit to London: the LNER obviously hoped to luch and dine its customers en route.

Number 571 (November 1987)

Kevin Robertson. The 'whitewash' coach - a unique vehicle. 658-63.
Originated as "70ft" brake clerestory GWR 2400 (lot 1005 D39) became test vehicle for both bogies and track before World War I. Whitewash first deposited 12 December 1927. Toplight 2360 took over task on 1930-01-20 and became automated whitewash coach: vehicle adapted for new role. During British Railways vehicle ran on GC and Southern routes as well as Western Region. Renumbered 139. B4 bogies fitted in 1980.

Number 572 (December 1987)

Neil Hammond. Woodhead Route reflections. 706-9
Although working as a guard much of his work time was spent on the Class 76 electric locomotives watching them returning electricity through regenerative braking

Helen Christian and Pat Morris. It's a dog's life. 729-30.
Canine charity collectors including London Jack and Wimbledon Nell. Photograph of Grace, an LMS dog, at Dalston and of London Jack (as stuffed) on the Bluebell Railway.

Ray King. Norwich Victoria 1849-1976. 731-3.
Terminus of the railway which reached Norwich via Ipswich. A connecting spur opened on 8 September 1851 enabled the bulk of services to be diverted into Thorpe station (terminus for trains from Yarmouth and from Brandon (and London via Cambridge). Victoria closed to passenger services on 22 May 1916. Freight services lasted until 1986.