BackTrack Volume 21 (2007)

Published by Pendragon, Easingwold, YO61 3YS

Number 1 (January)

A pair of Western diesel-hydraulics, Nos. D1015 Western Challenger (in ochre livery) and D1006 Western Stalwart (maroon) at Bristol Bath Road depot in May 1964. M. Farr/Colour-Rail. front cover

Murder most foul. Michael J. Smith. 3.
Guest Editorial: the demise of the National Rail Timetable: see also letter from Peter J. Rodgers (p. 253) on source for more information about Bradshaw and German guide to European timetables on CD-R.

Steam at the Peak. 4-5.
Colour photo-feature: Cromford & High Peak line: Kitson 0-4-0ST No. 47000 outside its shed at Sheep Pasture in 1957 (K. Cooper); J94 No. 68013 at Cromford Wharf in September 1963 (D.J. Mitchell); NLR 0-6-0ST No. 58850 at Middleton Top on 25 September 1955 (T.J. Edgington); No. 47007 outside its shed at Sheep Pasture presumably in September 1963 (D.J. Mitchell); and J94 68006 near Hopton Incline (J.G. Dewing: most are Colour-Rail)

Hill, Keith. Pride and polish: the story of the 'Bristolian'. 6-14.
Introduced by the Great Western Railway on 9 September 1935: the Bristolian achieved a Bristol to London time of 105 minutes: initially the King class was used, but latterly selected Castle class locomotives performed the task. On one memorable occasion a King class developed a hot box and a Saint Clevedon Court was substituted at Reading and managed to regain time. The train used standard rollling stock except for a buffet car which was intended to be sufficient for the short transits.Hill compared the Bristolian with high speed trains on the East Coast route. WW2 arrested the development of more rapid transits between the two Cities, but prior to the end of steam rejuvenated King and Castle locomotives led to hopes that 100 minute timings might be restored and such times were achieved with the Warship diesel hydraulics.The author cited a Times letter from Lance Day of Welwyn Garden City (author of book on broad gauge and known to KPJ) who considered that Castle class should have kept up the pace. The First bus company offers little better in spite of trains which can in theory run at 125 mile/h. Is it surprising that cement mixers operated by Flybe compete for Norwich to Bristol traffic when One competes with First for sloth, and the Circle Line links the two slovens? See also letter from Robert Darlaston (page 189) who describes a very fast runs behind replacement locomotive, notably that behind 7904 Fountains Hall on 15 September 1954 which took over the up train at Little Somerford, as compared with today's replacement bus services provided by Last Group. Also corrects the information about Castle class with double chimneys: No. 7018 was the first (not 4090) and Nock recorded a time of 97 min. 8 sec. for the up run on 9 August 1956 with this locomotive. Further corrected by authority B.J. Harding on page 320..

Crosse, J. Consett iron ore train regulations. 15-17.
Iron ore between Tyne Dock and Consett was handled in dedicated 56 ton capacity bogie hopper wagons. Train weights were about 800 tons and had to ascend 800 feet. The article is based around an instruction booklet issued to staff responsible for working these trains. This was produced by L. Reeves, Carriage & Wagon Engineer, Doncaster, F.H. Petty, Motive Power Superintendent York and A.P. Hunter Divisional Operating Superintendent based at York. The booklet was necessary as the hopper doors were power operated and care had to be taken to ensure that the correct hoses (vacuum for brake and air for hopper operation) were connected. Initially the service was operated by five dedicated O1 class 2-8-0s and five Q7 0-8-0s, but these were displaced by ten 9F 2-10-0s which were fitted with Westinghouse air compressors from new. These were displaced by Class 24 diesel-eletrics and eventually the whole operation was suspended in favour of something like potato crisp production. Illus.: O1 No. 63874 with air compressors at Gorton Works in 1952; ore gantry at Tyne Dock; Q7 63460 (but pumps if fitted not visible: see Figures 48 and 49 in RCTS Locomotives of the LNER Part 6C for locomotives with pumps in different positions, and Fig. 51 shows right-hand view as pumps were placed on both sides of firebox); 9F 92062 with twin pumps at Tyne Dock in 1956; and in service alongside gantry and portrait of hopper car. More superb colour and black & white photographs of 9Fs on this working Steam Wld, 2007 (235) 13..

The beautiful South: historic photographs from the Colour-Rail collection of locomotives of the Southern Railway before nationalisation. 18-19.
Colour photo-feature: F1 class No. 1043 freshly repainted at Ashford Works in September 1937 (J.P. Mullett); Schools No. 905 Tonbridge at Eastleigh in 1948 Tonbridge was grubby malachite green (remainder Maunsell green) but shows green smoke deflector plates (S.C. Townroe); Urie King Arthur No. 742 Camelot at Oxford with cross-country train of mixed GWR and SR stock in April 1939 (interesting as number still on tender, and not clear what colour smoke deflectors were); Terrier 0-6-0T No. 2644 at Havant with Hayling Island train in August 1937 (C.S. Perrier) and black E3 class 0-6-0T No. 2167 on freight, diesel-electric shuner No. 2 and Southern suburban electric at Norwood Junction in 1939 (C.S. Perrier).:

Summers, L.A. At the end of the day. 20-7.
The modernisation of motive power on the Western Region was a painful transition which included the excessively extensive introduction of diesel hydraulic locomotives; the excessive use of diesel multiple units intended for inner suburban journeys on outer suburban routes; and arguably the premature run-down and withdrawal of steam. He is especially critical of the diesel Pullman trains which failed to achieve timings attained by steam on the Bristol run, and provided a rough ride at a premium price. He is critical of certain managers, notably Grand for his deliberately deviant policy and of Raymond. He also takes a sensible view of where the Great Western should now be: namely an electrified mainline, and considers that the diesel hydraulic adventure contributed to this absurd lack: the busiest "mainline" in Europe powered by paraffin. See also letter from Greg Heathcliffe (p. 189) who identifies errors in fact and errors in interpretation in the Author's description of the Western Region's diesel hydraulics, especially the Western series. Agrees that electrification necessary for main route, but questions viability on tidal section to Plymouth...

Bennett, J.D. Railways on stage. 28-9.
The portrayal of railways in the theatre, including some early attempts to develop special theatres for the presentation of such works. The article ends with an extensive list of such plays, some of which are only available as manuscripts at the British Library. Many were melodramas. Some were converted into novels and others into films, notably Brief Encounter which began as the Noel Coward play Still Life. See also letter from Matthew Searle (p. 253) who argues that original setting for Still Life must have been "up north" due to reference to coal mines (but KPJ suggests Somerseet or Kent coalfields).

Watching 'Westerns' in colour. 30-1
Colour photo-feature (Colour-Rail): D1003 Western Pioneer in extremely dark green ex-Swindon in May 1962 (T.B. Owen); D1028 Western Hussar (maroon) pilots Class 47 D1772 (two-tone green) at Reading in April 1967 (R. Denison); D1015 Western Champion (golden ochre) at foot of Hatton Bank with down express formed of assorted maroon and chocolate & cream stock in 1962 (P.J. Hughes) and blue D1006 Western Stalwart at Reading with up express in corporate blue livery in April 1967 (R. Denison).

Lost in Leicestershire. Tommy Tomalin (phot.). 32-4. .
Aptly named colour photo-feature: Leicester Begrave Road on 21 July 1962 with B1 class No. 61175 and 61361 wait with trains for Skegness and Mablethorpe; 61227 crossing Midland main line near Melton Mowbray with Skegness to Leicester train on 4 August 1962; 61227 shunting at Melton Mowbray station on 4 August 1962; viaduct west of John O'Gaunt with 43158 about to cross it and more than a hint of rain on 21 July 1962; 4F 44279 with 12.58 Hunstanton to Leicesterwith 13.50 from Maplethorpe in background near Melton Mowbray on 4 August 1962 (this picture initially puzzled KPJ: the 4F is travelling west on a route which is still extant; the train from Maplethorpe is travelling south, and part of the former MR line to Nottingham is also visible?); 61175 entering Humberstone with 08.55 to Skegness on 21 July 1962; and very smart 61361 "heads west" (must be east) from Thurnby & Scraptoft "on its way to Skegness" on 21 July: was it morning or evening sunshine: its a super picture anyway?:

Fenwick, Keith and Tatlow, Peter. HR/LMS and GNS/LNER Joint passenger through train workings between Inverness and Aberdeen. 35-41.
Attempts to provide an adequate service between Aberdeen and Inverness were hindered by the complex rivalry between the Highland and Great North of Scotland companies which was engendered by the GNSR wishing to use its routes (notably that via Craigellachie) to Elgin rather than the more direct Highland Railway via Mulben from Elgin to Keith (this is the only route to have survived). Until 1939 some trains conveyed sleeping cars from King's Cross to Elgin and some trains left or arrived at Aberdeen with portions to/from Elgin via three different routes, including the Coast Route via Buckie. In 1906 there was a proposal that the two rivals should merge, but this failed to materialise although through locomotive workings began between the two centres. Refreshment cars were provided on some trains in the Inter-War period, briefly following WW2, and in the period prior to the introduction of DMUs. The authors ask the what-if question concerning the 1906 amalgamation and its effect upon the Grouping. See also letter from Peter Braine on p. 190: who noted that the Mulben route was not fully exploited until 1954; the Cairnie "exchange" platform which lacked public access and was only mentioned as a footnote to GNSR timetables, mileages being measured from Keith Town; and the contortions of up/down once the coast loop was completed.

A narrow gauge Class 5. Derek Penney (phot.), notes by Michael Rutherford. 42-3
Colour photo-feature: narrow gauge (3ft) County Donegal Railway No. 4 Meenglas: Nasmyth Wilson 2-6-4T of 1907: photographs taken in May 1959 of locomotive at work on freight with its crew Jim and Frank McMenamin at Donegal station; at Castlefin (whilst crossing a railcar: electric station lighting should be noted) and at Donegal which shows excellent detail of guard's vehicle in passenger livery

Rutherford, Michael. More eight-coupled: a miscellany. (Railway Reflections No.127). 44-51.
Previous part (No. 126) appeared in last Volume Issue 12 pp. 724-32: this part concerns further eight-coupled designs which were mainly intended for hauling express passenger trains and includes 4-8-0; 4-8-2 and 4-8-4 types constructed for use in South Africa, New Zealand, India, both North and South America, and for several European countries. The USRA (United States Railroad Administration) introduced 858 Mikados in 1918/1919 as well as a major political storm: the man in charge, William Gibbs MacAdoo was married to President Woodrow Wilson's youngest daughter! The Hudswell Clarke 3ft guage 4-8-0s built for the Burtonport Extension Railway (Londoderry & Lough Swilly Railway) are stated to have been designed by James Connor (cites Carling's 4-8-0 tender locomotives). Porta's metre gauge compound 4-8-0 is briefly mentioned. Two unfulfilled designs for the British mainland are briefly considered: the Beames 4-8-0 (mentioned by Cox) and the Maunsell 4-8-0 intended for hauling Kent coal. F. Wolley-Dod was introduced to Backtrack by Keith Horne (16 p. 215) and Rutherford considers his contribution to locomotive standardization in India: he presided over a conference of Indian locomotive superintendents held in Calcutta in December 1901 and this led to the Engineering Standrads Committee with standard 0-6-0s and 4-4-0s emerging in 1903, and later a line of standard 2-8-2s. During WW2 Baldwin and Canadian 2-8-2s were supplied to India and these formed the inspiration for the WG class 2-8-2 designed at NBL (one was exhibited on the South Bank in 1951 as part of the Festival of Britain: this is illustrated) and was a key design to be turned ot from the new Indian locomotive manufacturing works at Chitteranjan. Eventually 2450 WGs entered service to form the largest locomotive class in the British Commonwealth.. .

Wells, Jeffrey. Railways and the British Empire Exhibition 1924-1925. 52-8.
Based mainly on reports which appeared in the contemporary Railway Gazette augmented by photographs taken by H.C. Casserley. Reproduces an excellent Railway Gazette map of the exhibition which bounded to the north by the Matropolitan Railway and to the south by the LNER. The Metropolitan Railway had a major exhibit with electroc locomotive No. 15 on display. Historical locomotives included Locomotion No. 1, LNWR 2-2-2 Columbine and FR 0-4-0 Old Coppernob. The Reid-Macleod steam turbine locomotive was a major exhibit. Notes the origins of the Never Stop Railway (designed by William Norath Lewis) and of the British Empire Stadium. The railway exhibits are considered in detail, and probably in greater detail than any other retrospective source. Transport arrangements for the FA Cup Final played on 26 April 1924 are considered at length. An epilogue notes that the railway exhibits during the 1925 exhibition featured changes: Flying Scotsman was fitted with a six-wheel tender for that year, and there were some additional railway exhibits: an LNER K3 class 2-6-0 and SR N class No. 866 (illustrated by HCC). Presumably Pendennis Castle was a substitution for Caerphilly Castle. All of Casserley's photographs are of the 1925 exhibition. See also letter from N. Ridge (p. 126) concerning Metropolitan Railway's involvement, both at Wembley Park (entirely owned and operated), and its exhibit of Metropolitan-Vickers electric locomotive which subsequently ran as Wembley 1925. Even in his less controversial mode Jeffrey Wells is capable of drawing extensive correspondence (April Issue pp. 253/4): splendid addenda from Robert Barker, corriegenda from D. Chambers, and on subsequent letter from N. Ridge (above) from verb sap on London's railways Martin J. Smith.

Book Reviews. 59.
The life of Isambard Kingdom Brunel by Isambard Brunel. Nonsuch. DG *****
Reprint of book by the great Brunel's son originally publshed in 1870.
From steam to Stratford. Author. DWM ***
Breakdown work: eventually breakdown foreman at Stratford, East London
The Leek & Manifold Valley Light Railway. Robert Gratton. RCL Publications GBS *****
Excellent informative review (it would be written by George Bernard Shaw?) which notes the involvement of Everard Calthrop, the closure of the line in 1932 and the donation of the route to Staffordshire County Council as a footpath which was formally opened by Lord Stamp. Led to a response from Keith Chester (p. 189) doubted whether Calthrop was as innovative as claimed by reviewer..

Calling at these stations. 60-1.
Colour photo-feature: Levisham, summer 1964 (David Sutcliffe); Llanfair PG on 6 May 1975 (Philip J. Kelley); Glan Llyn Halt in 1965 following closure (David Sutcliffe); Ludgershall on 8 July 1956 (sign still proclaimed "change for Tidworth") (R.C. Riley); :

Readers' Forum. 62
Away for the Wakes. Cliff Bancroft
See feature in Volume 20 (p. 464 et seq)From Colne to Great Yarmouth (Yarmouth Vauxhall) in 1958 via electrified Woodhead route and the magic of Britannias and B17 class at Norwich.
Sharp's of Manchester. Rory Wilson.
See Rutherford feature in Volume 20 p 690 et seq: adds to the limited information provided in this Part on locomotives supplied to the Swedish & Norwegian Railway (which connected the Swedish iron ore mines with Narvik) and locomotives which reached the Barry Railway which had been intended for the Badische Statsbahn and the Pfalzbahn in Germany. Also notes that Nässjö-Oskarshamm Järnväg was always standard gauge and was initially worked by second-hand Fairlies.
The bombing of Britain's railways. A.J. Mullay.
See feature by John Helm which began on page 519 of Volume 20: which notes that the reference to the Regulation of Railways Act of 1871 should actually have been to the Regulation of the Forces Act of the same year; reference to requistion of railway ships, and to the Royal Scots and their greeting when they marched into Carlisle, following the Quintishill disaster.
The bombing of Britain's railways. Bob Essery.
See article by John Helm (p. 659) deprecates use of term "mixed train" for what was an "ordinary passenger train"; also takes umbrage with letter from John Adams (page 702) in description of way in which small ejector was closed to save steam on partially fitted freights..
St. Pancras. Michael J. Smith.
See feature on page 646 of Volume 20: Hotel Curve did not grant MR access to widened lines
St. Pancras. Geoffrey Hughes.
See feature on page 646 of Volume 20: In 1944 there was a notice stating THIS IS NOT KING'S CROSS on stairway up to St. Pancras.

Winter in Newton Dale. David Sutcliffe. rear cover.
View from out of DMU window as it climbs through Newton Dale north of Levisham in February 1964 with snow on the trees and on the track.

Number 2 (February)

GWR Castle' 4-6-0 No.7008 Swansea Castle charges up Hatton bank with the 9.20am SO Bournemouth West-Wolverhampton. (Derek Penney). Front cover
See also colour photo-feature beginning page 96

Caught in the web, lost in the fog, buried in the snow. Michael Blakemore. 67
KPJ received this Issue on the day that the National Poetry Prize is to be announced. Methinks that Michael is bidding for this prize with Editorial titles as rich as this. Some demand something more prosaic than poetry: its really all about the Pendragon official website (see top of this page or press here); and fog and snow (in far off 1947); and about Bury FC, and Derek Gillibrand who shares the same old school tie as Micheal.

Tyson, Alan (phot.). Along the Hope Valley Line. 68-70
Colour photo-feature: Chinley station with class 5 No. 45150 leaving on stopping train for Sheffield formed of corridor stock on 25 March 1966; Grindleford station with western portal of Totley Tunnel on 25 March 1966; 45705 Seahorse at Hathersage with train for Sheffield on 10 July 1965; 8F 48727passing Edale signal box with westbound coal train on 26 July 1965; 8F 48465 climbing towards Chinley North Junction on 21 January 1967; 9F 92078 [passing Hathersage with wetbound freight on 10 July 1965; and 8F 48552 obscures all in clouds of exhaust on climb away from Chinley station on 4 February 1967.;

Magill, Joe. "Day Return to Warrenpoint". 71-8.
Days out from Belfast at the seaside: several destinations, including Bangor Newcastle, Ardglass, Portrush and Whitehead, are mentioned briefly, but the main slant is on a boyhood trip to Warrenport in July 1956. Also observations made from the platform at Dundalk of the Dublin to Belfast Enterprise services, and even of the Boat Train from Derry which had until the 1920s connected with sailings from Greenore. Ends with joy of front coach travel behind blue compound No. 83 Eagle..

Ballantyne, Hugh (phot.). A view form Walnut Tree Viaduct. 79
Colour photo-feature: photographs taken on 12 May 1965 show 56XX No. 6614 propelling daily dolomite train from Steetley & Co.'s sidings; same locomotive shunting its wagons near Walnut Tree West signal box; and on 13 May view from Viaduct down onto Taff Vale line with 56XX banking coal train to Nantgarw.:

Reohorn, John. Machynlleth locomotive shed –1898. 80-6.
Based mainly of the unfortunate report into the locomotive affairs prepared by Vincent Raven which led to William Aston, Locomotive Superintendent of the Cambrian Railways, being dismissed, not through engineering inability, but rather through a lack of financial control. The Report RAIL 92/141 describes the locomotives allocated to Machynlleth and their workings. See also letter from Peter Rance (page 320) on headlamp codes, or lack of, on Cambrian Railways. See also subsequent article in Volume 22 page 598 et seq...

Elgar, Graeme. Cherwell Valley signalling. 87-91.
Replacement of a a mixture of semaphore and traditional colour light signalling on the railway between Leamington Spa and Aynho Junction, south of Banbury to increase the capacity for both passenger and freight trains.

Snow white. 92-3
Colour photo-feature: pictures (mainly Colour-Rail) taken in snow (and other than last rather drained of colour): 8F 48327 onn freight in Peak District of Derbyshire in February 1968 (D. Huntriss); apple green J72 No. 68723 as station pilot at Newcastle Central on 30 December 1961 (David Idle non Colour-Rail); A2 60527 Sun Chariot passing Germiston Junction on Glasgow to Dundee express in January 1963 (wonderful exhaust and photographer should have had a lineside permit courtesy FLJ); Britannia 70028 Royal Star (in original pre-Didcot condition) on up Red Dragon near Hullavington in 1956.

Sparks, Andy. 1970s Lincoln. 94-5.
State of the City's railway services and facilities at that time when both Central and St Mark's stations were still functioning (the former has since closed). Notes the problem of level crossings, but fails to note the paradigm Pelham Bridge (constructed to ease road congestion and on which natural rubber bridge bearings were installed for the first time in Britain).

Penney, Derek (phot.). An Englishman's 'Castles'. 96-8.
Colour photo-feature: No. 4074 Caldicot Castle ascending Hatton Bank with Margate to Wolverhampton holiday express; No. 7004 Eastnor Castle (double-chimney and four-row superheater) passing Lapworth with up express in 1961: 4080 Powderham Castle passing Tilehurst station on up express on 1 September 1962; No. 5009 Shrewsbury Castle climbing Hatton Bank with football excursion in March 1962; No. 4095 Highclere Castle approaching Tilehurst with Wolverhampton to Ramsgate train formed of Southern Region green stock on 1 September 1962; No. 4079 Pendennis Castle near Twyford on Ian Allan Rail Tour on 9 August 1965; and No. 5043 Earl of Mount Edgcumbe near Stokesay in 1962, North & West Route. See also letter from Peter Davis (page 320) on state of Castle class locomotives illustrated at time of being photographed: only Highclere Castle was in anythiong like original condition and Davis notes the detail changes wrought on this and the other locomotives.

Rutherford, Michael. David Jones of the Highland Railway and the writers: the forerunners of the 'Big Goods' 4-6-0. (Railway Reflections No.128). 99-108.
The readable duo of Ellis and Nock is subjected to hawk-eyed examination by Rutherford, and the more thorough Brian Reed's pithy monographs (notably No. 15 on the "Crewe" type and No. 17 on the Jones 4-6-0 and its cousins built for the New South Wales Government Railways by Beyer Peacock in 1884 under the direction of William Thow). are considered in their stead to give a more realistic portrayal of David Jones and his 4-6-0s. Illus.: No. 103 (yellow) at Slochd with two preserved CR carriages on 30 August 1965 (David Idle); Inverness & Aberdeen Junction Railway 2-4-0 No. 11 Stafford (Seafield class). See also letters from Neil Sinclair (main importantance for stating Jones's not very happy relationship with HR and a link between the HR and the NSWGR via Sir John Fowler, consulatant to both railways) and from Martin Johnson in April Issue page 253 (on Australian connection, Allan valve gear, and the nature of railway authorship prior to Maestro Rutherford). .

Chadwick, Arthur. Special trains to Durham Elvet.109-13.
Especially those run in association with the Miners' Gala day in July. Includes timetables for trains run from Sunderland on 26 July 1947 when goods and mineral traffic was suspended. The City had to cope with 250,000 visitors and there were huge pedestrian jams on the approach to the racecourse where the Gala was celebrated. Elvet station was also used for other events which the main station could not cope with: in July 1930 No. 10000 was exhibited at Elvet (photograph shows locomotive being visited with a remarkable collection of 1930s people including boller hatted gentleman, presumably in charge) and on 15 June 1939 V2 No. 4831 was named Durham School. Bertram Mills Circus arrived in the City via Elvet station. Elvet station did not open until 1893, but closed to regular passenger traffic in 1931; special traffic lasted until 1953. Map. Illus by D.J. CVhadwick of activity in early 1950s.

Diesel and electric prototypes and demonstrators (captions by Michael Rutherford).114-17.
Colour-Rail photo-feature: GT3 (gas turbin mechanical in Vulcan Foundry yard in September 1963 (A. Wild); DP2 approaching Northchurch Tunnel with up Manxman in July 1962 (J.P. Mullett); 10000 and 10001 (still in black??) on down Royal Scot near Salterwath (Shap) in August 1958 (I. Davidson); D0280 Falcon approaching Hadley Wood with up Sheffield Pullman in 1961; D0260 Lion outside Doncaster Works in October 1963 (D. Kerrison); D2999 four-coupled built by Beyer Peacock in 1958 outside Stratford shed in 1966 (T. Sharp); D0280 Falcon at Swindon Works in fresh standard dark green in April 1966 (J.B. Hall); Hawker Siddeley No. HS4000 Kestrel at Crewe in 1968 (with original bogies) (M. Burnett); Hudswell Clarke six-wheeled shunter No. 1119 in Canning Street North Yard, Birkenhead in August 1967 (J.B. McCann); 25 kV electric locomotive No. E2001 (black) at Didsbury in May 1960.

Mullay, A.J. The bleak midwinter: 60 years on. 118-21.
The period 23 January until early March 1947 was a period of exceptionally cold and sunless weather when large areas of Britainn were covered in deep snow. This greatly disrupted services with the exception of the Southern electric. Disruption was especially severe in the West of England. The text also mentions trouble in the East Riding of Yorkshire and in the Midlands. The snow and ice disrupted the transport of coal and this led to power cuts (dimly remembered by KPJ) and to mention of the oil-firing programme. The illus. purport to show snow on the Settle & Carlisle line and at Barrass, but the 0-6-0 stuck in the drifts at Ais Gill looks like a Highland Jumbo: were the drifts elsewhere. Former CR 439 class 0-4-4T No. 15192 is shown at Ilkley station in light snow for those parts (but this was not an attempt to introduce Scottish engines to combat winter conditions) and WD Austerity 2-8-0 (LNER O7) No. 3152 fitted for oil burning.

Crosse, J. Passenger train motive power over the Mendips. 122-4.
Lack of suitable motive power in the 1950s led to the use of 4F 0-6-0s on a large scale, the very reluctant use of the 7F 2-8-0s and the West Country Pacifics. Appeals to the LMR for more Class 5s fell on deaf ears, until latterly a few Standard Class 5s were employed. The shortage is illustrated by showing how trains were worked on Saturdays 8 July and 5 August 1950 where 4F anf 7F class locomotives were substituted for Class 5s. The freight locomotives were supposed to be limited to 45 mile/h, but this appears to have been disregarded. Illus.: 2P 4-4-0 No. 40527 and 3F 0-6-0 43248 on Templecombe shed on 15 May 1954 (J. Sutton); 7F No. 53809 at Templecombe with 07.32 Nottingham to Bournemouth on 25 August 1962; 3F 0-6-0 No. 43356 at Highbridge on passenger train in October 1956; 4F 0-6-0s Nos. 44422 and 44558 and Caprotti class 5 44748 on Bath shed; 2P 40569 pilot to West Country climbing through Masbury; 4F 44559 approaching Radstock on local train from Bath. .

Readers' Forum. 125-6.
North of Newcastle. Bill Beavis.
See Volume 20 page 674 (top) for colour views taken at Newcastle Manors of Gresley EMU which is clear enough to show the heat generated by arcing caused by gapping (and of the bucket seats inside), and 674 bottom of the catenary for the Quayside Branch worked by electric locomotives (train in picture was probably off Riverside branch).
Sharp's of Manchester. Mike Peascod.
Writer refers to November Issue (p. 690 et seq) noting that Furness Railway never cancelled orders for locomotives, but may have received some locomotives from Sharp's stocks.
The bombing of Britain's railways. Keith R. Chester.
Largely a response to letters by Walter Rothschild (page 765 of Volume 20) concerning naval bombardment in the Adriatic during WW1 and its consequential effect upon the low capacity narrow gauge railways into Bosnia-Hercegovina; and from William Tollan (same Volume and page) on reason for Jellicoe specials due to lack of suitable colliers (most being used on short sea routes to supply France and Italy) and risk of submarine attack on long sea journey: Chester was helped by serendipity of reading David Stevenson's 1914-1918 at same time.
Express eight-coupled. Paul Ross.
See Eutherford Reflections in last Volume Issue 12 pp. 724-32:suggests that the coloured picture of Cock o' the North was based upon a painting by Murray Secretan; also notes a similar Secretan painting of LMS streamlined Coronation Pacific in blue, presumably Barrie's Modern locomotives of the L.M.S..
Express eight-coupled. L.A. Summers.
See Eutherford Reflections in last Volume Issue 12 pp. 724-32: suggests that the Gresley streamilining originated through the shape of the Yarrow water-tube boiler on the W1; was extended in the Cock o' the North and in this form not only influenced the "shape" of Belgian locomotives, but also the Spanish MZA 1801 series on RENFE in Spain.
Express eight-coupled. Peter J. Rodgers.
See Eutherford Reflections in last Volume Issue 12 pp. 724-32 discusses how the costs of development of the W1 Hush Hush locomotive were covered at Darlington Works..:
Southern gone west. Tim Edmonds. 126.
See Volume 20 page 742: scene of T9 at Okehampton (page 743 upper): goods shed, not engine shed as per caption.
Tunnels, electrics and economics. Neil Sinclair.
See feature by R.A.S. Hennessey in Volume 20 page 716 Harton Coal Company's electrified line at Low Staiths where a tunnel was the primary influence: German equipment was used in 1908.
Railways and the British Empire Exhibition. N. Ridge
See page 52: concerning Metropolitan Railway's involvement, both at Wembley Park (entirely owned and operated), and its exhibit of Metropolitan-Vickers electric locomotive which subsequently ran as Wembley 1925. See letter from Martin J. Smith p. 254 alias 256 giving correct name of Wembley 1924. Red white and blue railway tickets were issued..
Box of puzzles. David Andrews.
See article by Philip Atkins on Box Tunnel in Vol. 20 page 740: possible effect of mirage-like refraction on shine throughs.
The parcels office. John Macnab.
See Volume 20 page 156: some shaggy dog stories of parcels: fresh coffins for the undertaker; pigeons released at the incorrect station, and a dog being chased as a "lost parcel".

Book reviews. 126.
The Taff Vale Railway. Volumes 2 & 3. John Hutton, Silver Link. MJS ****
Volume 2 covers Rhondda Fawr, Rhondda Fach, Roath and Aberdare branches as well as motive power.
Brunel - a pocket biography. L.T.C. Rolt. Sutton. DWM **
emaciated edition produced originally for American market!

Seeing red on the Clacton line. John Spencer Gilks. rear cover
Class 309 in maroon livery passing Thorington on 12 October 1963 in late afternoon sunshine: note searchlight signal at red for traffic in other direction and manual level crossing gates. See also Editorial comment on page 515 (September 2006).

Number 3 (March 2007)

LSWR '0298' Class 2-4-0WT No.30585 shunts the Wenford Bridge branch goods at Boscarne Junction on 5th May 1959. T.J. Edgington. Front cover
See also same locomotive; same day; same working: page 160 upper.

History in the making. Michael Blakemore. 131.
What kind of railway history do we want? Opening to three-part series by A.J. Mullay (begins p. 164). The Editor sketched early preservation with the involvement of the Science Musuem; then was diverted to the current display at the NRM of the Flying Scotsman locomotive and the lack of adequate text to accompany the exhibit. One hopes that between Mullay and the Editor that adequate coverage of the history of railway preservation will be provided..

The East Coast Route to Aberdeen. Michael Mensing (phot).132-3.
Colour photo-feature: A4 No. 60009 Union of South Africa on down St Mungo descendin from Drumlithie towards Stonehaven on 11 July 1964; Cravens two-car DMU arriving Aberdeen on 12.30 ex-Fraserburgh on 17 July 1964 (battery electric unit in siding; NBL diesel electrc D6147 (note haze from exhaust and tablet catcher) leaving Aberdeen for Forres on 12 July 1964; V2 No. 60822 on up freight above Boddin Point with North Sea glistening on 15 July 1964; and V2 No. 60970 on late-running 09.25 Crewe to Aberdeen on 11 July 1964 (evening light captures valve gear and beneath the boiler):

Grayer, Jeffery. The times they are a-changin'. 134-8.
Notwork Rail has announced the cesssation of the printed version of the national railway timetable: this feature is largely restricted to the "regional" timetables produced by the Western Region in the period 1962-74. Supplemented by letter from Alan de Bruton on page 320 which shows how timetable production was handled by British Railways prior to 1962. Stephen G. Abbott (page 320) notes that when the Western Region's intended annual timetable had to replace prematurely in January 1965 it was possible to obtain a free replacement by  returning the cover off the old one..

Stewart, David. Station pilots. 139-41.
Passenger stations used to be provided with pilot locomotives to perform a variety of shunting duties: notably vans attached to passenger trains to convey parcels, horse boxes, mail, fish and newspapers, and shunt through coaches, sleeping cars, refreshment cars, etc from one platform to another. In some locations, notably London Liverpool Street, the locomotives were kept spotless and enjoyed special liveries (Great Eastern blue at Liverpool Street). The LNER had encouraged this practice at all its major stations. At some locations the pilot also acted as a banker to assist trains away from the platform: this practice was followed at Durham and at Peterborough. The writer notes that at some key locations a pilot engine was kept ready to assist or replace a failing locomotive. This latter category tended to be a mixed traffic or express locomotive, wheras the pilot engines were often 0-6-0Ts, although other light passenger engines might also be employed. The illustration show some of the variety: C12 No. 67380 at Peterborough North in August 1957; J69 E8619 in polished apple green removing rubbish from Great Eastern Hotel, Liverpool Street, on 24 August 1948 (Eric Bruton); Ivatt class 2 No. 46437 on banker road at foot of Miles Platting bank on 30 October 1960; H16 acting as carriage pilot at Waterloo; J72 No. 8680 in apple green at Newcastle Central in May 1947. The author ends by noting that tthe activity has practically ceased not only in bus-railway Britain, but also in adjacent Europe, although continues further East and on "preserved railways". See also letter from Stephen G. Abbott (page 320) who notes that pilot locomotives are still used at Dublin Connolly. See also letter from Don Rowland (page 383) which tells of E8619 doing a "Thunderbird" with two quint-arts (10 coaches) between Seven Sisters and Enfield Town in 1949: he also relates the introduction of the Red Notice system for informing passengers of delays. Another letter by Joe Cassells (page 383) notes the rapid exit of pilot engines from Queen's Quay and their prolonged existence at York Road in Belfast..

White, Michael J. Underground link: the story of the Whitechapel & Bow Railway. 142-7.
Jointly developed by the London, Tilbury & Southend Railway to provide another entry in London as its terrmini were owned by the Great Eastern Railway and by the Metropolitan District Railway to provide an eastern balance to its services from the west of London. The railway was autorised on 6 April 1897, and opened on 2 June 1902. Not all stations were completed in time, but there was a celebratory special run from Earl's Court on 31 May 1902, followed by a banquet in the Abercorn Rooms of the GER. Originally the LTSR had hoped to build a new City terminus, but the Metropolitan Railway objected to this. The intermediate stations were: Stepney Green (illustrated, did not open until 23 June), Mile End and Bow Road (not opened until 11 June). The LTSR fitted several 4-4-2Ts with shorter chimneys and condensing gear. District electric trains reached East Ham on 20 August 1905. The story of the through Ealing to Southend service which ran between 1910 annd 1939 was told by the same author in Issue 14 (page 398). Prior to this regular service, an assembly of battleships off Southend prompted the running of a special formed of LTSR stock from Ealing Broadway to Southend and back using electric locomotives west of East Ham. In the early days non-stopping trains were run over sections and ten car trains were run. The LTSR owned a proportion of the multiple unit stock and for a time applied its own green livery to the cars. From 12 September 1932 the District service was extended to Upminster. The LPTB introduced trains between Hammersmith & East Ham via King's Cross (this has become the Hammersmith & City Line) and an experimental Uxbridge to Barking service was launched in 1939, but this ended in 1941.The rollin stock formerly used on through trains to Southend had an interesting War (WW2): Following a brief period on the Melbourne Military Railway they were employed on the Shropshire & Montgomery Railway conveying workers to Nesscliffe works..

Taking the 'Thames-Clyde' [Express]. 148-9.
Colour photo-feature: 46142 Queen's Westminster Rifleman with headboard on Holbeck shed waiting for up-working on 23 September 1960 (Gavin Morrison all except last) (see KPJ for observations on this train on his wedding eve); A3 60082 Neil Gow with headboard taking water at Carlisle on down train on 20 August 1960; Jubilee 45658 Keyes on up train passing Engine Shed Junction on 17 September 1963; 46117 Welsh Guardsman on up train near Ais Gill Summit on 13 May 1961, and 45658 Keyes on up train near Kirkby Stephen on 30 June 1964. (Alan Tyson) 

Nicholls, Arthur. R. Drummond's dinosaurs. 150-7.
Four-cylinder 4-6-0 designs for the LSWR introduced between 1905 and 1912: classes: F13, E14, G14, P14 and T14. Major dimensions tabulated. Letter from Philip Atkins (page 320) notes that Drummond was envisaging another four-cylinder 4-6-0 design, as well as an eight-coupled freight engine at the time of his death and that Peter Drummond started work on a four-cylinder 4-6-0 for the GSWR on the eve of WW1. .

On Shed at Old Oak. 158-9.
Colour photo-feature: first is interior; remainder outside: Nos. 6848 Toddington Grange; 8F 48412 and 5037 Monmouth Castle on 8 March 1964 (David Idle); Modified Hall 6990 Witherslack Hall (green) on 19 October 1963 (Geoff Rixon all remainder); 7010 Avondale Castle with double chimney and very dirty in October 1963; 8420 (overall black contrasts with copper-capped chimney)  alongside coaling stage in October 1963; 6910 Gossington Hall (green and clean) in May 1963.;:

South by South West. 160-3.
Colour photo-feature: 0295 2-4-0T No 30585 takes water in Pencarrow Woods on 5 May 1959 (T.J. Edgington) (see also front cover); L11 No. 408 presumably ex-Works at Eastleigh in April 1938 (dark green livery, number on tender; M7 No. 254 (olive green) with two very dark green ex-LSWR non-corridor coaches (with lavatories in one) (note number on rear of bunker at Bournemouth Central in March 1938 (H.M. Lane); H16 4-6-2T No. 516 (in same green as L11), ex-Works at Eastleigh in April 1938 (note lined green cylinder covers); T9 No. 706 (Maunsell green) at Bournemouth Central in 1936 (J. Kinnison/Colour-Rail); O2 W21 Sandown (BR lined black) near Smallbrook Junction with Ryde to Coews train on 1 August 1964 (David Idle); K10 4-4-0 No. 138 (still with capuchon on chimney in Maunsell green) at Bournemouth Central in 1936 (J. Kinnison/Colour-Rail); 0415 4-4-2T No. 30584 (BR lined black) shunting at Axminster on 11 July 1959 (R.C. Riley); ex BR 30096 (B4 0-4-0T) as Corrall Queen at Dibbles Wharf, Southampton in August 1968 (A.C. Sterndale). Further (mainly later) installment page 494...  

Mullay, A.J. Railways for posterity: how the early years of transport preservation triggered a national heritage movement. Part One. 164-9.
Mullay largely ignores certain elements in the development of railway preservation prior to railway nationalization, but these are lightly sketched in the Editorial which introduces these articles. Nevertheless, Mullay does record the major initial contribution made by the "serious-minded" North Eastern Railway which celebrated in a grand way the fiftieth anniversary of the opening of the Stockton & Darlington Railway. This was followed by the LNER in its even grander celebration of its Centenary when the Duke and Duchess of York were present, followed by the opening of the Railway Musuem in York in 1927. The author then turns towards the ponderings and posturings of the megalithic British Transport Commission. It is noted that Sir Cyril Hurcombe was aware of the need to conserve the former Companies records. This part explores the involvement of L.T.C. Rolt in railway preservation at a national level; it also includes proposals for museums in a variety of locations, including Nine Elms, and discusses locomotive preservation at length which appeared to lack an overall coherence, through a variety of pressures, but dominated by the economics of space. Author commented further on railway preservation in letter in Vol. 22 page 253.. Part 2 in Number 6 page 346

Methven, Charles M. The tragedy at Partick. 170-2.
Accident on 10 September 1891 near Partick in Glasgow. Five permanent way men working on a viaduct were run down by a passenger train running from College to Balloch: The Inquiry into the fatal accident was conducted by Major F.A. Marindin, R.E. The victims were John Jeffers, James Leonard, William Campbell, Samuel Lynas and Malcolm McDonald. William Alexander McDonald of Balloch was the unfortnate driver, although the failure of the platelayers to ensure an adequate look-out and the failure of the North British Railway  to provide refuges on the viaduct were the primary causes of the accident. Illus.: ex-Edinburgh & Glasgow Railway 0-4-2 No. 327 (locomotive involved); Driver McDonald in about 1925. C15 enters Partick station with train for Queen Street on 5 June 1948 and Glasgow electric trains in vicinity of accident...  

Hay, Peter. Preston Park Station: a brief history. 173-5.
Opened in early November 1869 and originally known as "Preston Station" served the Tivoli Tea Gardens tto the north of Brighton on the LBSCR. "Ten years later" station was enlarged and renamed Preston Park, but this preceded the opening the park with that name. The enlargement was due to the opening of the Cliftonville Spur providing direct access to the Brighton to Portsmouth line frfom the London direction. Betweeen 1900, and perhaps earlier, until 1916 coaches were slipped at Preston Park to save time for passengers travelling to Worthing and beyond. Motor trains (push & pull) ran morning short workings to Brighton. Electrification and colour light signalling came in 1933: Illus.Victorian view of enlarged station; up express hauled by H1 Atlantic No. 40 c1920; L1 No. 31789 (but still in malachite green) on Birkenhead to Hastings through carriages in 1952; D class 4-4-0 No. 31737 (lined BR black with GWR/Western Region TC for Birkenhead in 1954; LMS-type class 4 No. 42093 with long train of ex-GWR stock presumably in carmine & cream for Birkenhead..

Somerset sightings. Steve Burdett (phot.). 176-7
Colour photo-feature: Yeovil Pen Mill on 30 March 1985 when route between Taunton and Exeter was closed for re-signalling: HST on 08.27 Penzance to Paddington crossing Class 50 hauled (50 037 Illustrious) on 10.27 Paddington to Paignton with DMU in siding waiting to operate 12.49 service to Weymouth; 50 004 St Vincent on Waterloo to Exeter train leaving Yeovil Junction on 14 June 1985; 45 071 passing Bridgwater with Newcastle to Plymouth train on 10 March 1980; class 116 DMU calling at Frome on Weymouth to Bristol service on 25 October 1973; and 50 035 Ark Royal at Clink Road Junction at end of Frome cut-off on 21 July 1979 with up express.

Robinson, Tony. Chester to Whitchurch: a forgotten LNWR byway. 178-81.
Opended on 1 October 1872: intended to maximize LNWR mileage on South Wales to Birkenhead coal traffic. Passenger traffic lasted until 16 September 1957 and the last freight ran in January 1963. The physical characteristics of the route are described. Note is made of plans to connect Holt (on the Dee) and Farndon with either a railway towards Chester or a tramway to Broxton. .There were stations at Tattenhall, Malpas and Broxton. Malpas is illustrated by a view from a train on 27 August 1954,: Tattenhall is not illustrated. Remaining illus. are of Broxton:  18 inch goods (Cauliflower) 0-6-0 No. 1717 on Drivers Cheese special for Bradford c1910; brass band formed of school children outside the station in the 1920s; the prize-winning station gardens; Stanier 2-6-4T No. 42594 on 13.56 for Chester on 18 May 1957; and 8F No. 48630 on demolition train on 16 July 1965. Letter by Stephen G. Abbott (page 320) notes that line used in 1961 to test experimental gas turbin loocomotive: GT3.. 

Atkins, Philip. Perthshire 'Des Res'. 182-4 .
Names of locomotives (mainly Scottish) associated with grand residences in Perthshire: Highland Railway No. 73 Snaigow named after Snaigow House. residence of W.H. Cox, last Chairman of HR; No. 74 Durn was mansion owned by A.E. Pullar of Perth and HR director. Caledonian Railway 4-4-0 No. 721 Dunalastair was named after country seat of A.C. Bunten, Deputy Chairman. 4-6-0 Cardean was named after after another Deputy Chairman: Edward Cox whose country residence was at Meigle. The CR locomotives are illustrated by the locomotives in all their glory, but the houses are illustrated as ruins. Writer unable to establish a link between the two Cox's. Breadalbane is a name which graced CR 4-4-0 No. 779; three HR, and several LNWR locomotives including a member of the Claughton class. GCR 4-6-0 No. 4 Gleanallmond was named after the Chairman's Perthshire estate (locomotive and direction sign to are illustrated). William Whitelaw whose name was carried by two locomotives had one of his residences, Huntingtower applied to a HR 4-4-0 (No. 62) in the days when he was a director of that railway. The illustrations end with the extant grandure of Blair Castle and gthe extinct HR 4-6-0 No. 144 Blair Castle. Other topographical features in this vast area were celebrated in Bens, Glens and Lochs, and disastrously on Rivers.

Crossing the Line. John Spencer Gilks (phot.). 185.
Colour photo-feature: level crossings at Hartlebury on 28 July 1963 with single diesel railcar on a Shrewsbury to Worcester service; Whixley (where notice instructed road user to ring bell to summon crossing keeper; and Billinghurst with lifting barriers on 3 March 1995.:

Nisbet, Alistair, F. Absentee from the Airshow. 186 -8.
Visit to the Farnborough Airshaop at the Royal Aircraft Establishment: descibes visit made whilst a junior Civil Servant on 7 September 1964. Also mentions RAE 0-4-0ST Invincible.  Illustrations of trains photographed at Farnborough station on that day: 34087 145 Squadron on up 11.30 from Bourenmouth, Q1 0-6-0 No. 33004 hauling 4-SUB down to Eastleigh Works; U 2-6-0 No. 31620 on down ballast empties; 73119 Elaine on up slow restarting from station with down Warship D829 Magpie heading for Exeter; 35005 Canadian Pacific races rowards Weymouth on 13.30 from Waterloo. Wonder if any aircarft were caught on his camera..

Readers' Forum. 189.
Pride and polish. Robert Darlaston.
See feature pages 6-14 on the Bristolian writer notes a very fast run behind a replacement locomotive: 7904 Fountains Hall on 15 September 1954 took over up train at Little Somerford. Also corrects the information about Castle class with double chimneys: No. 7018 was the first (not 4090) and Nock recorded a time of 97 min. 8 sec. for the up run on 9 August 1956 with this locomotive. Letter from B.J. Hardiung (page 320) states that Keith Hill's orginal information (page 6 et seq) was correct: 4090 was first Castle to be fitted with four-row superheater and double chimney... 
At the end of the day. Greg Heathcliffe
See feature beginning page 20: identifies errors in fact (the Warship type contained three distinct type) and errors in interpretation in the Author's description of the Western Region's diesel hydraulics, especially the Western series. Agrees that electrification necessary for main route, but questions viability on tidal section to Plymouth...
Tunnels, electrics and economics. Brian Patton.
See R.A.S. Hennessey's feature in December 2006 Issue (page 716 et seq): adds reference to electrification of railways in France involving tunnels: Chemins de Fer de  l'Ouest from new terminus at Invalides to Champ de Mars opened on 15 April 1900 used 550V DC third rail not only because the terminus was temporarily roofed over, but because there was steep gradient in tunnel south of Meudon Val-Fleury station; the next was the Paris-Orleans extension from the Austerlitz terminus to the Quai d'Orsay station using a mixture of third rail and overhead electification at 600V DC. Also observes thee significance of the Paris Metro which was conceived as an underground network. Finally cited the Midi electrification between Perpignnan and Villefranche which used 12,000V AC at 16Hz. 
Leek & Manifold Railway. Keith Chester.
See Shavian review of book by Robert Gratton on page 59: writer questions (1) Calthrop's innovative qualities, but not his energy, and (2) doubts the need for narrow gauge railways in Britain.
Jellicoe Specials. Dennis Lorriman
See letter from William Tollan on page 765 of previous Volume (and links therefrom): cites David Lloyd George's WW1 memoirs to note that Britain suffered from a shortage of shipping at the start of WW1, and the hazardous nature of shipments up the West Coast of Britain. Royal Soverign class of battleships did not revert to coal burning.
Workings between Inverness and Aberdeen. Peter Braine. 190.
See feature beginning page 5 (Issue 1): Mulben route not fully exploited until 1954; the Cairnie "exchange" platform; mileages measured from Keith Town; and the contortions of up/down once the coast loop completed.

Book reviews. 190.
Dow's dictionary of railway quotations. Andrew Dow. Johns Hopkins UP. GBS *****
Shavian comments: 3700 entries from 1500 speakers/writers: "authorative, original and readable volume" still to be seen by KPJ who is waiting for a copy to drift down from Spitzbergen.
Scottish Region: a history, 1948-1973.Aleander J. Mullay. Tempus. DS ****
This book fills a gap in the literature: KPJ's views are epressed elesewhere.

Banking on the coal traffic. Jim Carter. rear cover.
Class 5 73053 and 8F 48770 banking coal train from of Speakman's Siding at Leigh at Jackson's Siding on cold early spring morning in 1964.: highly atmospheric shot with dark smoke and steam all over the place, but not obscuring locomotives (there was no scenery to obscure).

Number 4 (April 2007)

A3 60054 Prince of Wales (with German-type  smoke deflectors) approaching St Neots on up train. Alan Tyson. Front cover
On 31 May 1962: same train departing St Neots and other passsing on same day see

Measure for measure. Michael Blakemore. 195.
Metrication: but unlike periodicals from the Duck Pond in Didcot Backtrack is A4 metric

Saunders, Eric (phot.). Way out West [diesel locomotives in Cornwall]. 196-7.
Colour photo-feature: 45 017 departing Penzance on 18.08 for Sheffield on 25 July 1977; D1056 Western Sultan arriving Par with 08.00 Bristol to Penzance on 19 August 1976; 47 076 City of Truro approaching Hayle on 09.47 to Paddington on 17 August 1976; 25 225 passes Par with train of clay hoods; class 50 at head of up Cornish Riviera passing Lostwithiel on 28 July 1977.

Binks, Michael R. Permanent way — an art and a science. 198-205.
Very brief examination of its history followed by a closer look at each of the components:rails and their lengths, weights, bullhead and its replacement by flat-bottom and their respective chairs and baseplates and their elastic clips; rail joints 9notably via fishplates), insulated joints, concrete sleepers and the need for elastomeric pads to provide electrical insulation; continuous welded rail; accommodating thermal expanion; timber versus concrete versus steel sleepers; ballast and the track foundation; waste slag versus stone for ballast. See also letter from Editor on page 320 concerning error relating to loose-heal switches where loose-leaf was used instead, and to placing 46252 at Abingdon rather than Abington. Letter from Keith Chester (page 383) asks why did bullhead rail survive so long in Britain..

Nisbet, Alistair. I remember Merton Park.  206 -12.
A mixture of personal observations made whilst dodging healthy boyhood sports and the history of a railway which wandered along the banks of the River Wandle from Croydon to Wimbledon and is now a tram route. The original railway opened on 20 October 1855, became part of the LBSCR and was mainly single track. In 1868 a loop line from Tooting to Merton Park opened and this formed a loop which would have enabled City to Wimbledon services to perate without running round at Wimbledon, but railway politics inhibited this and the Southern Railway closed the line to passenger services when the original route was electrified from 3 March 1929. Sadly a picture of the unusual former LBSCR overhead EMUs converted to third rail operation is not included (see Alan A. Jackson). The article concentrates on activity at Merton Park, including the residual freight to Merton Abbey, and the level crossing where the road traffic was sufficiently large in 1927 for the Southern Railway considering a link from the Wimbledon to Sutton line then under construction to bypass the route into Wimbledon, but this was judged to be too expensive. For a time the line was worked by two-car EMUs which had been made surplus by de-electrification of the Tyneside suburban lines. The line survived closure proposals made in 1951, and in 1971. The route is now part of the Croydon Tramlink. AA table lists unusual events during the period 1955-1961 See also letter from P.M. Jones (page 383) which gives the current state of the smartly restored Station House.

Patterson, Allan. Esholt Junction.  213-15.
Writer worked in this former Midland Railway signal box near Guisley in 1975-76

Bennett, Alan. The Wye Valley: on and off the train. 216-20.
The beauties of Tintern Abbey and Symonds Yat as expounded by the Great Western Railway, rather than by Wordsworth. The writer concentrates upon the environment as portrayed in GWR publicity literature: seekers after the railways which connected Ross-onWye via Monmouth to Chepstow will have to look elsewhere. Beautifully presented covers and extracts from publicity material such as Rambles in the Wye Valley by Hugh E. Page and a handbill for a circular tour from Gloucester (for 5/0) and from Newport via several routes and prices. Also coloured Great Western postcard views of Chepstow and Tintern Abbey..

Ballantyne, Hugh and Tyson, Alan (phots.). East Coast linesides. 221-3.
Colour photo-feature: A3 60111 Enterprise (double chimney, no smoke deflectors) passing High Dyke signal box with up express on 16 September 1961 (HB); A3 60047 Donovan(double chimney, no smoke deflectors) at Great Ponton with up express on 22 May 1961 (HB); 60061 Pretty Polly (double chimney, wing-type deflectors) passing High Dyke signal box with up express on 16 September 1961 (HB): remainder Alan Tyson (see also front cover): A2/3 Edward Thompson on up local service approaching St Neots on 31 May 1962; A3 60054 Prince of Wales (with German-type  smoke deflectors) awaits departure from St Neots on up train; 70039 Sir Christopher Wren passing St Neots with up express on 31 May 1962; A1 60119 Patrick Stirling on up express as previous; 92014 on short up coal train as previous.

A Taste of the Highlands. 224-6.
Colour photo-feature: Carrbridge with three class 5 4-6-0s: 44977 on double-headed southbound express  which included carmine and cream rolling stock and another class 5 on southbound freight in early 1950s (Gavin Wilson); Pickersgill Class 72 4-4-0 No. 54493 departing Inverness with local passenger train for Tain in April 1959 (W.P. de Beer); class 3 2-6-2T No. 40150, with boiler bereft of paint (stated to be by wind erosion) on station pilot duty at Inverness in 1959 (W.P. de Beer); class 5 No. 44722 at Kyle of Lochalsh with afternoonn train for Inverness in September 1957 (Skye behind separated by unbridged Kyle, not loch as per caption) (I. Davidson); CR 4-4-0 No. 54495 shunting former GSWR? (see Editorial letter on page 320: CR) Pullman and former HR Travelling Post Office at Helmsdale in June 1960 (R. Denison); 4-4-0 No. 54473 and CR Class 439 0-4-4TNo. 55178 at Forres shed in June 1957 (T.B. Owen); class 5s 44699 and 44704 (latter in ex-Works condition) head southbound express at Carrbridge (leading coach in faded carmine & cream).:

Mid-Wales Interlude. 227
Colour photo-feature (Colour-Rail): all of Ivatt class 2 2-6-0s: 46501 at Talyllyn Junction with 13.20 Brecon to Moat Lane in October 1962; 46507 near Pantydwr with southbound train in September 1962 and same train at Tylwch Halt (first M. Smith; latter J.G. Dewing):

Hennessey, R.A.S. Railways, letters and London: railway lettering and control freakery: a mildly revisionist line. 228-34.
This is an extremely interesting investigation into railway lettering as expressed in signage, on locomotives (as in nameplates and numbering) and rolling stock (ownership, function and identification), and even on chalk notices. It has also flourished, and continues to flourish, in printed documentation: handbills, notices, rule books, etc.; and this in turn influenced signage, or vice versa. A very early (1836) railway handbill advertising services on the London & Greenwich Railway showed that adventurous use was made of typefaces to promote railway services. The emphatic use of Swindon Egyptian, with its heavy serifs, dated back almost to the origin of the Great Western Railway, and was used widely on locomotives and rolling stock but not elsewhere. In 1923 the GWR adopted the Cheltenham typeface for its posters and leaflets, and also used a modification, Winchester, in its posters. The GWR publicity agent, W.H. Fraser, made adventurous use of typefaces in the Company's publications. Grotesques (grots) were widely used in notices, both printed and in station signage. The huge influence of Frank Pick on the Underground Group and London Transport and his involvement with Edward Johnston, a leading figure in calligraphy and lettering, led to Johnston Sans: this dominated London's transport signage and continues to do so after a revision in the 1980s. The famous bull's eye also designed by Johnston is one of the world's best-known corporate images (KPJ: as a London-born child he could not understand why provincial transport services were so poorly indicated: even today bus signage in the village city of Norwich is weak and misleading, and is not much better in Edinburgh). There is an excellent piece in this text where it is shown how Eric Gill was greatly influenced by the names painted on LBSCR locomotives and how this eventually led to the iconic Gill Sans typeface which through the LNER's Advertising Manager, Cecil Dandridge, brought the Company a stylish corporate identity. Hennessey considers that its corporate application by British Railways led to boredom. Eventually, Jock Kinneir's alphabet and its application with a far greater use of lower case has characterized both the public image of railways and railways. The inactivity of the LMS and the more adventurous Southern Railway are but briefly mentioned, but space is given to the global influenec of Pick and Johnston, and the author (whilst pointing an indicator in one worthy direction) notes that railway printing is a subject which deserves greater exploration. Quentin Phillips (letter page 320) indicates that alphabet shown on page 233 is not the Rail Alphabet, but Jock Kinneir's Motorway or Transport Alphabet; also notes that Helvitica was sometimes used in Scotland, and that current signage is a total shambles. See also Editorial correction (page 320) concerning text missing from page 234.

Elton, Michael S. The Lambourn Valley Railway. 235-41.
This is not the first account of this struggling railway to appear in this journal: an earlier account in Volume 7 page 209 et seq by Josephine Carter was somewhat lacking in precision.. Attempts to reach Lambourn had begun during the period that the Didcot, Newbury & Southampton Railway was being conceived and an Act was obtained in 1875 for a 3ft gauge tramway to Lamborn, but this lapsed after only a small amount of work had been completed.. An Act for the Lambourn Railway wass obtained on 2 August 1883, but progress was extrtemely slow and it was only through the application of the Light Railways Act of 1896 that Lambourn was eventually reached.For long periods the works were left in an incomplete state. Before the railway was acquired by the GWR the line was worked by three locomotives obtained from Chapman and Furneaux: Aelfred, Eahlswith and Eadweade. These are not illustrated for which reference to Roberts, C. Lambourne Valley Railway. Rly Mag., 1902, 11. 47-50, or possibly two other works on the railway should be made:. Chapman & Furneaux: Ealhswith is illustrated in the Rly Mag. The present article does note the application of a specially designed diesel railcar (GWR No. 18) to work the branch: it was capable of hauling horseboxes or a trailer. The line did not close until 4 January 1960, although the section to Welford Park remained open until 1973 to serve an American Air Force base. This last is mentioned in a letter from John Pearse on page 383 where a proposal to reopen the line to Welford Park for US traffic from Avonmouth was smothered in favour of a spur off the M4 into the airbase..

Rutherford, Michael. Some reflections on the narrow gauge. Part 1.. (Railway Reflections No.129). 242-9.
This is not an overall history of narrow gauge railways, not even those of mainland Britain, but rather a survey of how perceptions (both the author's own personal) and the railway enthusiast press have changed during the period since WW2. The influnce of the vision of the narrow gauge line leaving Hoveton & Wroxham for somewhere seen within the past twenty four hours by the precis writer may influnce this report (it should be noted that the return journey over this line has been made only once in the past five years). Like KPJ Michael Rutherford was introduced to "narrow gauge" through the railway literature: Trains Illustrated, Railway World and Railway Magazine. Indeed he acknowledges the great influence which C.J. Allen and his writings had upon him, and he appears to regard his books as being better than those by Nock. His first physical enconters were dangerous play with a wagon at a local claypit near Coventry (ASBO granted rerospectively) and an encounter with the Marine Lake Miniature Railway at Rhyl. Inter alia Rutherford records changes in the enthusiast literature, noting that he (like KPJ) failed to recognise how good Railway World became for a time under Ian Allan management, once it had taken over the mantle of Trains Illustrated material when Modern Railways emerged (the lack of this material is a weakness in Steamindex). Also contemplates the model railway literature and makes the somewhat dubious statement that the model Madder Valley Railway created by John Aherne and the Talyllyn Railway Preservation Society began at about the same time in a quest for Paradise restored. Some of the illustrations are especially rich: former Corris Railway 0-4-0ST as Talyllyn Railway No. 4 Edward Thomas at Towyn Wharf in September 1958 (Colour-Rail); Snowdon Mountain Railway No. 8 Eryri (Swiss Locomotive & Machine, Winterthur, 1923) (W. Oliver colour); Festiniog Simplex locomotive acquired in 1926 rebuilt with leading truck in 1957 shunting at Boston Lodge in March 1967 (J.R. Besley colour); 2-4-0T No. 3 Rheidol on Vale of Rheidol Railway (locomotive ex-Plynlimon & Hafan Tramway) in July 1922; Vale of Rheidol locomotive No. 1213 (formerly No. 2 Prince of Wales) and a Swindon replacement No. 8 (Swindon Works photo: caption notes that Walschaerts valve gear and cylinders based on Swindon steam railcars/railmotors); Fairlie 0-4-4-0T Earl of Merioneth at Portmadoc in May 1969 (J.R. Besley colour); Romney Hythe & Dymchurch Railway 4-6-2 No. 1 Green Goddess leaving Hythe on 1 May 1949 (T.J. Edgington); Isle of Man Railway No. 12 Hutchinson at Port Erin in July 1956; RHDR No. 8 Hurricane and No. 1 Green Goddess at Maddison's Camp on 6 May 1949 (T.J. Edgington); Leek & Manifold Valley Light Railway 2--6-4T No. 2 J.B. Earle at Hulme End; Welshpool & Llanfair No. 822 The Earl at Welshpool on 2 July 1949 (T.J. Edgington); and same locomotive passing between shops in Church Street on 22 September 1956 (T.J. Edgington colour); Balwin 4-6-0T Hummy on Ashover Light Railway at Ashover in 1931; Lynton & Barnstaple No. 762 Lyn and 760 Exe double-head train near Bratton Fleming in July 1925; UTA Beyer Peacock two-cylinder compound No. 41 at Amoy with Ballcastle to Ballmoney train on 26 June 1950 (T.J. Edgington); Corris Railway station at Machynlleth on 27 July 1969 and Lynton station on 10 July 1964 (both T.J. Edgington).;   .

Joy, David. Settle-Carlisle revisited. 250-2.
Colour photo-feature with superb captions: Horton-in-Ribblesdale on 4 April 1965 with lingering snow and B1 61319 on down freight (Alan Tyson); Selside signal box sign preserved in village (W.R. Mitchell); Salt Lake Cottages near Ribblehead in February 1976 (David Jenkinson); Ribblehead Viaduct (R.L. Greenhalgh); ventilation shaft for Blea Moor Tuunel (Alan Tyson); Dent Head Viaduct (David Jenkinson); Garsdale water troughs on 21 September 1965 (Alan Tyson).:

Readers' forum. 253
Railways on stage. Matthew Searle.
See feature on page 28 et seq: : argues that original setting for Noel Coward's Still Life must have been "up north" due to reference to coal mines (but KPJ suggests Somerseet or Kent coalfields).
Murder most foul. Peter J. Rodgers.
See page 3 to mark end of printed railway timetables in Britain: also notes on when Bradshaw started and cites Centenary of Bradshaw by Charles E. Lee (Ottley 7943).
David Jones and the Highland Railway. Neil Sinclair.
See page 99 et seq: gives a link between the HR and the NSWGR via Sir John Fowler, consulatant to both railways, notes Jones's not very happy relationship with HR Board following his injury and articles by J.F. Lefeaux in Model Railway News for January 1959 for note on link between P6 and Jones Goods.
David Jones and the Highland Railway. Martin Johnson.
See page 99 et seq: Australian connection (cites Leon Oberg's Locomotives of Australia (1975)), Allan valve gear, and the nature of railway authorship prior to Maestro Rutherford: argues that Ellis, Nock and even Reed had to avoid upsetting their sources (KPJ: Nock was especially obsequious). .
Railways and the British Empire Exhibition. Robert Barker.
See page 52: the LNER provided motive power (J62 No. 885; Y6 tram locomotives Nos. 0125 and 0129 from Wisbech between December 1924 and May 1925, and Tyne Dock Y7 No. 986 after closure of the Exhibition) to move exhibits to and from sidings in the Exhibition area. Further information on exhibits by British locomotive manufacturers: emphasis was placed on firms which had switched from armaments production: Beardmore Prince of Wales; Armstrong Whitworth three-cylinder oil-burner for Buenos Aires Great Southern Railway; Metropolitan Vickers electric locomotive for South Africa, also some petrol locomotives. Excursions brought rolling stock still in L&YR livery and one from Boots in Nottingham hauled by a B12.
Railways and the British Empire Exhibition. D. Chambers.
See page 52: the survival of exhibition structures remained until relatively recently: the Wembley History Society has attempted to preserve some.
Railways and the British Empire Exhibition. Martin J. Smith. 254.
See letter on page 126 from N. Ridge and original feature page 52: Metropolitan Railway exibits at exhibition and name of No. 15 was Wembley 1924 (named 1927/8 following consideration of B.E.E. 1924)

Book Reviews. 254 (incorrectly numbered "256")
John Betjeman and the railways: a Centenary celebration 1906-2006. Chris Green. RH *****
Sponsored by Transport for London on behalf of Parkinson's Disease Society: yes it is the Chris Green
World's railways of the nineteenth century — a pictorial history in Victorian engravings. Jim Harter. John Hopkins University Press. DW *****
"I have no hesitation in recommending it as a worthy addition to any collection": unlikely to be found in "centre of creative writing"

A few lines from Chesterfield. Cliff Woodhead. rear cover.
9F 92190 heads down mineral empties at Horn's Bridge on Midland main line over GCR Chesterfield loop and under remains of Lancashire Derbyshire & East Coast Railway viaduct (only Chesterfield's crooked spire appears to be missing).

Number 5 (May 2007)

Isle of Man Railway 2-4-0Ts Nos.11 Hutchinson and 12 Maitland double-head train. Derek Penney. front cover
Combined morning train from Douglas to Peel and Ramsey at Union Mills during the summer of 1963; the train would divide at St. John's.

Auditory recollections. Jeffrey Wells. 261.
Guest Editorial: sounds of steam locomotives: whistling noise from inside cylinders of Fowler 7F 0-8-0 No. 49666; frightening sound of A2 No. 60517 Ocean Swell when its safety valves lifted in York station; noisy wheels, buffers and couplings, slamming of doors, and [KPJ] "This is York"

On the threshold of the Dales. Michael Mensing (phot.). 262-4.
Colour photo-feature: Class 25/2 25 286 and 25 289 with empty Tilcon stone hopper wagons at Skipton station as they prepare to leave for Rylstone branch on 2 October 1975; 31 170 with loaded wagons leaving tunnel near Skipton with train from Swinden Quarry on 8 July 1977; three class 114 and one class 101 DMU form 13.01 Ilkley to Leeds service on 24 April 1976 (weekend after Easter); 31 268 on stone train in summer of 1976; class 105 DMU on single track section of Colne remnant with train from Preston restaring from Chaffer's Siding on 9 July 1977; 40 148 on train of liquid oxygen tankers passing Gisburn signal box; class 105 DMU leaving Brierfield with 15.45 Colne to Preston on 7 July 1977; 25 070 aproaching Settle Junction with ballast train on 5 July 1977.

Emblin, Robert. Logan and Hemingway: works methods, equipment and administration. 265-70.
The activities of this major civil engineering contractor have featured in several previous articles on the firm's involvement in the construction of the Great Central London Extension (a three part series descibing the Annersley to East Leake section began in Backtrack, 1998, 12, 424; 617 and 1999,  13, 186, and in the relationship between the contractor and the railway company in Backtrack, 2003, 17, 95.. The sub-title gives a precise description of the content. Activities covered include the construction of bridges, culverts and viaducts, cuttings (where drainage was highly important), embankments (where the method of tipping, whether to the side or in front had an effect upon settlement) and where the use of tip waggons required skill and could lead to the loss of limbs and the preparation required to lay the permanent way prior to ballasting. The firm used steam navvies, mainly of the Tower type on the contracts associated with the Great Central and these required to be dismantled to move between sites (the later Jubilee navvies were self-propelled). The monitoring of work done and the preparation of payment also received attention. Logan & Hemingway used a substantial number of locomotive steam cranes (mainly supplied by Joseph Booth) and standardaized on Manning Wardle 0-6-0STs: about fifty were acquired new, but a few secondhand locomotives were also purchased. The locomotives were well maintained and kept in sheds. Each locomotive had a crew of four: driver, fireman, cleaner and roperunner. The livery was identical to that of the MSLR: a rich green. Ilus.: Tower steam navvy working at site of Nottingham Victoria; Sherwood Rise Tunnel; Bulwell Viaduct; Newstead Abbey Drive signal box (built of stone); Annesley Road Bridge; East Leake cutting. See also long and informative letter from Jim Featherstone on page 447 on the involvement of railways in civil engineering operations, especially on side versus end tipping and addition information on steam navvies..

Wells, Jeffrey. Mirfield. 271-80.
Mirfield is situated on the Manchester & Leeds Railway and was reached in 1840. In 1865/66 the Lancashire & Yorkshire Railway constructed a new station to meet the needs of the connecting services to Huddersfield and to Bradford via Cleckheaton. This station justified an overall roof and bay platforms to serve its various connections, an engine shed. Traffic on this section was so great that an innovative form of speed signalling was introduced by the LMS. Illus.: 45593 Kolhapur on parcels train on 19 September 1966 (colour: Gavin Morrison); Hughes 0-8-0 decorated with assorted people including small girl on running plate (had anybody been CRV checked?); 2P 4-4-0 40552 on 9.05 Manchester to Normanton service on 21 Ap[ril 1954; Battyeford station; map; B1 61123 on Wakefield to Blackpool train in July 1966 (colour David A. Hill);  Class 124 Trans-Pennine DMU on 3 May 1980 (colour: Gavin Morrison); WD 90708 with freight 0n 10 June 1960 (Gavin Morrison); station on 4 June 1967 (still with overall roof); speed signalling; 45234 annd 92165 on Stanlow to Hunslet oil train on 16 June 1967 (Gavin Morrison); 47 536 on Trans-Pennine express on 3 July 1982 (colour: Gavin Morrison); Fowler/Stanier 2-6-4T 42412 on three coach train on 21 April 1954 (H.C. Casserley); speed signalling and goods shed on 4 June 1964; Mirfield No. 1 signal box; 40 124 with Newcastle to Blackpool train on 2 July 1982 (Gavin Morrison).Dennis Lorrimer (letter page 447) accuses author of shoddy thinking by attributing this material to Huddersfield rather than its superb worsted; also Red Doles rather than "Red Holes", information on Barclay 0-4-0ST with boxed-in motion used at Huddersfield Gas Works, and "bunking" the engine shed..

Skelsey, Geoffrey. Manx August: a last visit to the Isle of Man Railway [in August 1964]. 281-9.
The heyday for railways on the Isle of Man was the first half of the twentieth century. The last new lcomotive was acquired in 1926, and the last hauled coaches in 1923. In August 1939 there were 28 departures from Douglas: 14 southwards and 14 westward. The traffic day was long: the first train left Ramsey at 06.45 and the last arrival there was not until 22.24. There were about 700,000 annual passenger journeys. From the 1950s visitor numbers declined: 540,000 in 1956 to 440,000 in 1963 and this caused a decline in railway traffic and the eventual closure of most of the system. The article is illustrated with colour pictures by Derek Penney and by the Author, and with a few black & white illus. by the latter. All locomotives and the pair of former County Donegal Railway railcars are in red livery. Illus. (in colour unless noted otherwise): G.H. Wood leaving Douglas withj 17.25 to Port Erin on 20 August 1964 (GS); 5 Mona on clifftop at Gob y Deigan with train for Ramsey in May 1963 (DP); b&w: Kirk Michael short working on 2 September 1960 (GS); 5 Mona at Peel with 12.10 for St. John's (GS); pair of former County Donegal railcars at St John's in May 1963 (DP); 8 Fenella at Peel station in 1963 (DP); 13 Kissock and 1 Sutherland at Douglas in May 1963 (DP); tramcar No. 20 of Manx Electric Railway at Dhoon in August 1964 (GS); 14 Thornhill entering St John's in July 1977 (DP); 6 Peverill with train for Ramsey leaving St John's with Peel train in rear in 1959; 12 Hutchinson crossing Glen Mooar Viaduct with Ramsey train (DP); black & white saloon F31 (fitted with throw-over tramcar type seating) (GS);; b&w Douglas station on 5 August 1965; 16 Mannin near Santon with Port Erin train in July 1957 (DP); b&w: two railcars at Kirk Michael on 27 August 1964 (GS).

The LNER L1 tanks.  290-1.
Colour photo-feature: 67762 running light engine between Marylebone and Neasden through West Hampsread in 1955 (Bruce Chapman); 67704 crosses swing bridge at Oulton Broad with two carmine & cream corridor coaches in May 1958 (E. Alger); 67795 with two quad arts passing under semaphore signal gantry at Hornsey (with gasholders behind which caption states were at New Barnet! see Editori's  confession: he blames Colour-Rail); 67754 at Satithes station on 3 May 1958 (the final day of service) with 16.34 Scarboroough to Middlebrough (I. Davidson); 67785 near Brookman's Park with 12.55 Hitchin to King's Cross in February 1959 (T.B. Owen); 67745 at Amersham with Marlebone to Aylesbury train in August 1958 (Ray Oakley).

Great Central glimpses. Tommy Tomalin (phot.). 292-4
Colour photo-feature: Aylesbury Town station with 2-6-2T No. 41284 on local to Princes Risborough on 16 October 1960; Claydon L&NE Junction with freight leaving Oxford to Bletchley line to join Great Central; 45267 taking water at Brackley with 17.15 Nottingham Victoria to Marylebone on 3 August 1966; 73010 leaving Aylesbury with 16.34 Marylebone to Nottingham on 25 April 1964; 48010 passing Ashendon Junction with coal train; 45190 with 16.38 Marylebone to Nottingham near Brackley on 10 May 1966; Finmere station on 2 March 1963; and 45267 at Brackley on 17.15 Nottingham Victoria to Marylebone on 3 August 1966. Robert Emblin (page 509) argues that the ten stop Nottingham to Marylebone services demanded high speeds between the stops, and notes that a Nottingham to Rugby service lasted until May 1969..

Ludlam, A.J. The Horncastle & Woodhall Junction Railway. 295-301.
The Horncastle Canal opened in 1802. Sir Henry Dymoke, a former chairman of the canal company, was eager to promote a railway, and an Act for a line was eventually obtained on 10 July 1854 to link Horncastle with the GNR line from Boston to Lincoln. Construction was commendably rapid and the 7 mile 28 chain single track railway opened on 17 August 1855. The Horncastle & Kirkstead Junction Railway remained financially successful and independent until the 1923 Grouping. The canal closed in 1889. The local MP, Sir Archibald Weigall was eager to promote Woodhall Spa, and this encouraged the provision of through coaches ona morning train to King's Cross and a return working in the afternoon, attached on the 15.00 express for Cromer, or on the 16.00 train for Skegness and East Lincolnshire. Users of this service included Queen Alexandra and her daughter Princess Helena Victoria. The Spa prospered between 1880 and 1914. The C12 class 4-4-2Ts were associated with the line, but latterly GCR types: J11, N5 and A5 were employed. The rolling stock tended to consist of an articulated vehicle converetd from GNR steam railcars (railmotors) (illustrated). Closure of passenger services was announced in July 1952, but Richard Chatterton, Clerk to Horncastle District Council fought the closure, but passenger services ended on 11 September 1954 and freight ceased on 5 April 1971. Illus.: A5 69804 at Woodhall Junction on 10 July 1954; Horncastle station plan 1906; Woodhall Spa station in 1954; Woodhall Junction station in 1970; J11 4286 at Horncastle; J11 4284 at Horncastle on 10 June 1947 (W.A. Camwell); Horncastle station exterior on 10 July 1954; Woodhall Spa station exterior in 1907; N5 69275 at Horncasstle on 14 March 1952; consignemnt of Albion & Deering farm binders on GNR flat wagons at Horncastle. See also letter from Robert Emblin (page 509) who corrects "Bonovallum" to Bonavallum which has no known modern equivalent, but was seized upon by William Stukeley to give Horncastle some gravitas...

Reohorn, John. Twilight of the Dogs: development and use of the Great Western mixed traffic 4-4-0s. 302-10.
The title introduces yet another soubriquet for the Dukedog, Earl or more correctly 90XX or 32XX class which emerged from Swindon in 1936 and consisted of Duke boilers married to Bulldog double-frames. K.J. Cooke is honoured with this major innovation. A table lists the locomotives which were melded in this way. The article also outlines the development of the two types of GWR 5ft 8in 4-4-0s which featured double-frames: the Duke class and the Camel/Bird/Bulldog class on which Churchward developed his boiler from domeless Belpaire through to coned B4 standard. The use of both the Duke class and the 90XX on the Cambrian lines is also considered. Colour illus: 9018 leading 2251 No. 2268 leaving Barmouth with express for Pwllheli in August 1958 (P.H. Wells); 9017 at Welshpool in 1956 (P.B. Whitehouse); 9018 as pilot to 6330 leaving Barmouth in 1958 (P.H. Wells). Black & white: Duke 3272 Amyas in original condition; Duke 3286 Meteor with Belpaire boiler near Southcote Junction with train for Basingstoke on 8 July 1932; Bulldog 3340 Marazion (domeless parallel Belpaire boiler) calls at Brent with 16.10 Newton Abbot to Plymouth on 23 July 1910 (Ken Nunn); 3409 Queensland with superheated D3 boiler; 3265 Tre, Pol and Pen as rebuilt with Bulldog frames and prototype; Duke 3271 Eddystone at Welshpool on 6 April 1926 (viewed from above boiler has a remarkably French look) (Ken Nunn); 9002 passing Buttington Junction withh down express on 29 February 1952; 9003 with down express near Aberdovey on 15 August 1953 (Eric S. Russell).

Rutherford, Michael. Some reflections on the narrow gauge. Part 2. (Railway Reflections No.130).  311-18.
Considers the concept of gauge and illustrates how early railways were constructed to a vaiety of gauges. The notion of narrow gauge emerged with that of the Brunel broad gauge, but following the Gauge Act of 1846 the term "standard gauge" became established everywhere beyond Didcot. Narrow gauges per se emerged at Coalbrookdale (3ft) in 1803 and at Penydarren (4ft 2in) in 1804. A table lists gauges in use in Britain within the 1801 to 1841 period. Other factors included the development of light locomotives (2-2-0T) and railcars by William Bridges Adams and legisaltion; notably the Railways Construction Facilities Act of 1864; the Regulation of Railways Act of 1868 (under which the Southwold Railway was constructed) and the Tramways Act of 1870. The demands of the slate industry led to the 2ft gauge Penrhyn Railway of 1801 and the 3ft 6in Nantlle Railway incorporated on 20 May 1825. Large locomotives can operate on small gauges as is illustrated by the powerful 10¼ gauge Garratt which climbs into the Norfolk mountains between Wells & Walsingham. Huge locomotives were built in Britain for the metre and 3ft 6in gauges for export. Illuus.: Oliver & Co. 0-4-0ST Dowie (108/1893), metre gauge, at Crich Quarry owned by Clay Cross Co. in August 1943 (colour: J.M. Jarvis); Tralee & Dingle 2-6-0T No. 3T on Agrina branch of Cavan & Leitrim Railway in 1959 (colour: B. Hilton); horse on 3ft 6in Nantlle Railway alongside 4F No. 44445 (T.J. Edgington); 3ft gauge Ravenglass & Eskdale Railway Nab Gill at Eskdale Green c1900; 15in gauge R&ER 0-8-2 River Irt at Dalegarth; Corris Railway No. 4 crossing River Dovey with freight train; scarlet County Donegal Railway 4-6-4T No. 11 Erne at Strabane in May 1957 (colour: J.G. Dewing); dark geen Londonderry & Lough Swilly Railway 4-8-4T No. 5 at Pennyburn (Derry) in May 1950 (colour: W.H.G. Boot); Kitson 0-4-2WT (T235/1888) Blarney of Cork & Muskerry Light Railway; Hunslet 2-6-2T (901/1906) Russell on Welsh Highland Railway at Beddgelert; E759 Yeo (Manning Wardle 2-6-2T WN 1361/1897) of Lynton & Barnstaple section of Southern Railway; Vale of Rheidol 2-6-2T as British Railways with corporate logo Owain Glydwr inside locomotive shed at Aberystwyth; 2ft 6in Bowaters Ltd 0-4-2ST Melior (Kerr Stuart 4219/1924); Ashover Light Railway Baldwin 4-6-0T (colour: name not visible) on train of ballast c1950;  Corris  Railway 0-4-2ST at Machynlleth on passenger train in 1924; Festiniog Railway 0-4-0ST Welsh Pony at Blaenau Ffestiniog on 3 June 1932 (H.C. Casserley); Fairlie 0-4-4-0T Merddin Emrys at Minfordd on 31 August 1926 (H.C. Casserley). Next part see page 358.. See also letter from W.T. Scott (page 509) which amplifies the information on the Swilly 4-8-4T which notes that they were moved from the Burtonport Extension to the Buncrana line in 1914 to work the heavy naval traffic during WW1 which included taking girls from Londonderry down the lines to entertain sailors. Also notes the pride which Hudswell Clarke had in these large locomotives which weighed nearly 60 tons.  Also notes that the CDJR 4-6-4T at Strabane weighed 45 tons and could haul 445 tons on the level and 175 tons over Barnesmore Bank (the mixed gauge turntable visible was for turning wagons, not locomotives)

Going to see the Ships. 319
Colour photo-feature: two coloured handbills from the David V. Beeken Collection. The upper illustrration is a Southern Railway promotion of Navy Week 1933 with events at Portsmouth, Chatham and Plymouth, and LNER overnight excursion from Selby and York to Glasgow for the launch of the Queen Mary (advertised as Cunarder 534) on 26 September 1934. The excursion included a dining car serving breakfast (including porridge), lunch and dinner, and was routed outward over the Forth Bridge. The highly informative handbill gave details of special SMT buses from Glasgow to a grandstand at Inchinnon where costly seats could be reserved.

Readers' Forum. 320
A taste of the Highlands (and other hair shirts). Editor.
See colour-photo feature on page 226 where reference is made to "former GSWR" Pullman car at Helmsdale (it should have been "former CR") and further mea culpa in article on permanent way on page 198 where "loose-heal switches" were called "loose-leaf switches" (leaves on the Editorial line?) and 46252 was at Abingdon rather than Abington; also notes part of text in article by R.A.S. Hennessey on page 228 is missing from page 234.
Railways, letters and London. Quentin Phillips,
See article by R.A.S. Hennessey on page 228 (and response herein): the illustration (page 233) does not show Jock Kinneir's Rail Alphabet, but his Motorway (or Transport) Alphabet. In Scotland Helvita was sometimes used instead: letter writer highly critical of current signage.
The Times they are a' changin' Alan de Burton.
See article on page 134 by Jeffery Gayer on Western Region public timetables: during WW2 all railway timetables, with the exception of the GWR had been printed by Henry Blacklock in Bradshaw format. The GWR timetable was printed by Wyman & Sons. Following Nationalisation the Western Region followed the Brdshaw format, but the Scottish Region used Thomas Murray, a Glasgow printer. In 1950 the London Midland Region adopted a larger page size and switched to McCorquodale, and the North Eastern Region followed the format, but used Tinlings as printer. In 1955 the remaining Regions and Bradshaw adopted the larger format. For a time the Southern Region adopted an offprint of the ABC Rail Guide for its timetables.
Timetables, pilots and Chester-Whitchurch. Stephen G. Abbott.
See article by Jeffery Gayer on Western Region public timetables on page 134: when the Western Region's intended annual timetable had to replace prematurely in January 1965 it was possible to obtain a free replacement by returning the cover off the old one. Alkso refers to article on page 139 on  pilot locomotives: it is noted that small locomotives are still being used at Dublin Connolly. Finally, it is noted that the Chester to Whitchurch line (article page 178) was used for trrials of GT3.
Drummond's dynosaurs. Philip Atkins.
See article by Arthur R. Nicholls on page 150 et seq: notes that Drummond was envisaging another four-cylinder 4-6-0 design, as well as an eight-coupled freight engine at the time of his death and that Peter Drummond started work on a four-cylinder 4-6-0 for the GSWR on the eve of WW1. .  
An Englishman's 'Castles'. Peter Davis.
See colour photo-feature on page 96: writer noted state of Castle class locomotives illustrated at time of being photographed: only Highclere Castle was in anythiong like original condition and Davis notes the detail changes wrought on this and the other locomotives.
Pride and polish. B.J. Harding.
See letter from Robert Darlaston on page 189: states that Keith Hill's orginal information (page 6 et seq) was correct: 4090 was first Castle to be fitted with four-row superheater and double chimney.page. And yet again from Robert Darlaston on page 383 where the claims of 7018 are reiterated yet again.
Machynlleth loco shed in 1898. Peter Rance.
Headlamp usage on Cambrian Railways: see feature by John Reohorn on page 80: Cambrian Railways' locomotives did use at least one headlamp, but there is a question as to what type of codes were used.

Gloucestershire requiem [last train at Tetbury on 5 Apriil 1964]. J.S. Gilks. rear cover.
Gloucestershire Railway Society with push & pull (auto coaches) on Sunday following railbus service withdrawal. View down ramp towards stastion.

Number 6 (June)
Issue No. 194

On the climb out of Sheffield LMS 'Patriot' 4-6-0 No.45519 Lady Godiva passes Dore & Totley South Junction with a Sheffield- Gloucester train in May 1959. Derek Penney. front cover

A threat to research. Alistair F. Nisbet.  325.
The threat to the British Library's Newspaper Collection at Colindale: reproduced separately. See also expensive suggestion from Terry McCarthy page 512. This latter led to further correspondence in the October Issue from Peter Tatlow, Anthony James, John Helm and Ray Vickers.

Home Counties North. David Idle (phot.). 326-8.
Colour photo-feature of the West Coast Main Line in Hertfordshire and Bedfordshire during 1963 when elctrification was taking place: Class 5 44862 on down freight passing Watford Junction on 22 June; 8F 48492 on up freight passing under overhead gantries at Cheddington on 29 July;  8F 48171 on down freight at Linslade Tunnel on 26 August; D5075 on up 06.59 commuter train from Northampton at Linslade Tunnel on 26 August; 75038 on up parcels train at Watford Junction on 22 June; 8F 48665 on up freight passing Tring onn 29 July; 73038 on 07.49 ex-Northampton on Bushey troughs on 23 November.

Miles, Keith. Willesden freight. 329-34.
Activity at Willesden Marshalling Yard mainly as perceived by the author in 1950 when he served in the London (Western) District Control Room and was acting as an Improver at Willesden mpd. Includes observations on shunting locomotive activity in the Yard as observed by the Author and through a report in the Willesden Chronicle of 21 January 1938, and from More tales of old railwaymen by Tom Quinn 2002. D.S. Barrie's Euston to Crewe companion (1947) is also mentioned.  Train workings to and from the Yard are tabulated. (Editorial correction page 447: wrong sort of Crew not Crewe). See also letter from Bob Hines on pages 509/512 which includes memories from schooldays spent in the Willesden area which date back to 1930s and WW2 period: these took place at the point where the North Circular Road intersected  the railway complex: memories included the Coronation Scot, the mail pick-up by the Night Mail and the sounds of shunting at night including expletives over the loud hailer system and the wheeze of LNWR 0-8-0s.

A touch of the Bahamas in Bury. Ray Farrell (phot.). 335,
Jubilee 5596 Bahamas was bought by the Stockport (Bahamas) Locomotive Society in August 1967 and was overhauled by the Hunslet Engine Co. in Leeds in March 1968 and painted in LMS red. These black & white photographs show the locomotive in steam at Bury on Sunday 16 June 1968, in transit under its own steam between Bury and Dinting passing Bury Bolton Street station on 15 November 1968 (two pictures).

Thrower, David. Southern gone West: the Callington branch. Part One. 336-44.
The line originated as the narrow gauge (3ft 6in) East Cornwall Mineral Railway which linked the mining area of Kelly Bray near Callington to Calstock where an inclined plane provided access to the Quay on the Tamar. This opened on 8 May 1872. In part this mineral line incorparated part of the incomplete Tamar, Kit Hill & Callington Railway which emerged in the 1860s. As part of the LSWR westward advance the Plymouth Devonport & South West Junction Railway was authorised to extend the LSWR frfom Lidford (Lydford) where it had to be content to use the GWR Launceston branch for access to Plymouth on a new line via Tavistock and Beer (Bere) Alston to Devonport and thencce onto the GWR at Plymouth. This was authorised in 1883 and opened in June 1890. The East Cornwall Mineral Railway had hoped to make contact with the PDSWJR/LSWR at Bere Alston or Tavistock: originally a narrow gauge extension was envisaged, but the Bere Alston & Callington Light Railway Order led to a standard gauge line opened on 2 March 1908. The Viaduct across the Tamar at Calstock was an interesting structure and its construction from concrete blocks is described in Archive Issue No. 2 pp 35-54. This part describes the line between Calstock and Callington which wass sharply graded with stopping places at Luckett (originally Stoke Climsland), Seven Stones Halt (opened 1910 to serve the Phoenix Pleasure Ground, but closed by 1917, Latchley, Chilsworthy and Gunnislake. There had been a steam-powered wagon hoist at Calstock to raise and lower wagons to and from the Quay, but this ceased to function after 1934 (H.C. Casserley photo. taken 14 June 1926). The original narrow gauge line operated to outside cylinder 0-4-0STs supplied by Neilson in 1877. These had 3ft coupled wheels and a 5ft wheelbase. No. 2 ws converted into an 0-4-2ST and regauged. It was fitted with vacuum brakes and served as station pilot at Callington. The main motive was provided three Hawthorn Leslie locomotives: the three PDSWJR locomotives: 0-6-0T 30756 A.S. Harris and two powerful, and heavy, 0-6-2Ts 30757 Earl of Mount Edgcumbe and 30758 Lord St Levan. Part 2 begins on page 408. .

Class 47s Stratford style. G.R. Mortimer (phot.). 345.
Colour photo-feature: to celebrate HM The Queen's Silver Jubilee in 1977 Stratford Works applied large Union Flags to the side of the blue-painted type 47s and painted the roofs silver. Letter from Dennis Byron page 512 notes that the headboard with flags (top) used Woolworth's plastic shopping bags.:

Mullay, A.J. Railways for posterity. Part Two. The canal factor and early railway 'pioneers'. 346-50.
Part 1 started on page 164: influence of Tom Rolt and his beautifully written Landscape with canals and Narrow boat. The Inland Waterways Association and its evolution under Rolt and Robert Aickman, and its battles with Sir Cyril Hurcomb of the BTC. Subsequently, Tom Rolt turned his gifts towards the failing Talyllyn Railway and this led to the formation of the Talyllyn Railway Preservation Society where Rolt's engineering training at Kerr Stuart would find a rich outlet. Having laboured through the delightful backwaters of canal preservation Mullay finds a little space to introduce the railway preservation mania, a piece written by Kevin McNaught in the Railway Magazine for April 1951 which he clearly regards as seminal, the National Federation of Preservation Groups formed in 1959, and to keep us firmly on the rails (but wildly out of chronological sequence, the "saving" of the Ravenglass & Eskdale Railway (which is highly unusual in carrying genuine passengers). Mentioned almost in passing are the preservation of the Cutty Sark in 1922; the preservation of Stroudley's Gladstone by the Stephenson Locomotive Society in May 1927, and the formation of organizations to save the Festiniog, Bluebell and Middleton Railways. See also letter on page 447 from D.J. Mitchell, Managing Director of the Talyllyn Railway Company (of 1865) who rebukes Mullay for implying that this venerable railway is operated by "a new company". Part 3 page 599. .

The D40 4-4-0s of the Great North of Scotland Railway. 351-3.
Colour photo-feature (all by J.B. McCann, except where noted otherwise): No. 62266 at Elgin in May 1956; 62271 at Craigellachie in April 1956; 62275 Sir David Stewart on 14.55 Craigellachie to Boat of Garten in November 1953; 62262 near Grantown on freight in August 1954 (E.J. Russell); 62262 at Craigellachie with freight (P.B. Whitehouse); 62274 Benachie at Craigellachie in April 1954; and preserved No. 49 Gordon Highlander at Leith Central on 19 April 1965 (David Idle). 

South of Sheffield. Derek Penney (phot). 354-5.
Colour photo-feature: all photographed in May 1959 with one exception of trains climbing the 1 in 100 gradient to Bradway Tunnel in the glorious sunshine of the May in that year: the exception Patriot 45519 Lady Godiva on shed at Millhouses wiith the red-backed nameplate of Jubilee 45621 Northern Rhodesia seen behind. The others: Class 5 No. 44851 on express for Bristol and West of England (carmine & cream rolling stock); Jubilee 45660 Rooke on express formed mainly of LMS stock for Bristol; rebuilt Scot 46133 The Green Howards on express for St Pancras. .

In a brown study on the Brighton. 356-7
Colour feature of Locomotive Publishing Co. postcards showing LBSCR locomotives in ochre (golden yellow, first two) and remainder in umber: Stroudley 0-4-2 No. 175 Hayling, Robert Billinton E5 0-6-2T No. 584 Lordington; Marsh Atlantic No. 41 at Victoria having arrived at night with glamorous Southern Belle Pullman; H2 Atlantic No. 422 departing Victoria under the 6,700 (AC not DC as per caption: Editor confesses on page 447) overhead wires with Southern Belle, E5X 0-6-2T No. 570 and H1 Atlantic No. 39 La France as painted and decorated for hauling the French President M. Poincaré in June 1913.

Rutherford, Michael. Some reflections on the narrow gauge. Part 3. (Railway Reflections No.131). 358-66.
Previous part began on page 311: Begins with some Continental pioneers, notably Gustav Joseph de Ridder who constructed a metre gauge line from Antwerp to Ghent which reached Saint-Nicholas on 3 November 1844. He also designed the locomotives: outside-frame 2-2-2STs. One was exhibited at the Great Exhibition and Payes de Waes (built by Postula at the Renaud Works in Brussels in 1842 is preserved in the Belgian national railway musuem. Another pioneer narrow gauge (1106mm) line connected Lambach with Gmunden and was engineered by Franz Anton Ritter von Gerstner, but was horse-worked until 1854-6 when Johann Zeh designed locomotives were introduced. The Duke of Bridgewater was eager to improve his wetlands known as Chat Moss and engaged William Roscoe and later Robert Stannard to build drainage channels using simple narrow gauge railways to assist with thi task: thus there were railways of a sort on Chat Moss long before George Stephenson set his sites on constructing a railway across it.. Isaac Watt Boulton rebuilt a four-coupled tank engine from standard gauge to two foot gauge for the Cross, Gidlow & Swanling Colliery in Wigan. In June 1862 an 0-4-0WT constructed by Hawthorn's of Leith was tried on the 2ft 8in gauge line at Levenseat Ironworks. This was named Mountaineer and was built to a patent design of S.D. Davidson. Next Rutherford examined the work to equip the Festiniog Railway with motive power and the involvement of Charles Easton Spooner, but much of this had been covered earlier by Wilson in Backtrack (1998, 12, 298). Early attempts at articulation were associated  with the Semmering Trials in an attempt to find motive power capable of hauling realistic loads up long gradients of 1 in 40. there were two eight-coupled and two bogie locomotives The Wiener Neustadt manufactured by Günther and he Seraing (Cokerill) which anticipated the Fairlie design. Notes the involvement of Charles Menzies Holland, as a consultatnt, in the Fairlie design. The Péchod-Bourdon 60cm gauge locomotives. were used on military railways during WW1. Richard Hartmann's involvement is also noted. Lastly, the Kitson-Meyer design is examined. This was developed at Kitson's with the assistance of Samuel Joseph Lucas for the South American (Chilea, Peru and Bolivia) sodium nitrate industry based upon guano. Two Britsih engineers were involved: John Thomas North (1842-1896) who became the eventual owner of the Nitrate Railways and Robert Stirling  who was CME of the Anglo-Chilean Nitrate & Railway Co. and was responsible for instigating the Kitson-Meyer project..  See also letter from John Stretton on page 509 who notes that the modern Welsh Highland Railway does not make use of the trackbed of the Nantlle Railway, but that of the former LNWR/LMS Caernafon to Afonwen line as far as Dinas..

1,500V DC. Brian Magilton (phot.). 367
Colour photo-feature: all on former Woodhead route, but at the Manchester Piccadilly end: EM1 No. 26000 arriving from Sheffield in August 1969; No. R27000 Electra at Guide Bridge in May 1967 and EMU arriving at Guide Bridge also in May 1967: all in Brunswick green (but EMU in very dark shade).

Grayer, Jeffery. Packets [English Channel crossing] and peas [P class 0-6-0Ts]. 368-9.
Use of P class shunting locomotives on quayside at Shoreham (Kingston Wharf): S.C. Townroe col. illus. of 31556 alongside Melissa M on Kingston Wharf in June 1957..

King, John. Rails in the air. 370-6.
LMS involvement in Railway Air Services Ltd in the establishment of flights between London (Croydon Airport) and Glasgow (Renfrew Airport) and to Belfast and the Isle of Man (the last with the involvement of the Isle of Man Steam Packet Co. Also notes the attempted involvement of the Scottish Motor Traction Co. and Western SMT with its go-getting General Manager John Sword. Glorious pictures of De Havilland bi-planes, including Dragons and Rapides. Competition for the Royal Mail traffic.

Gilks, David. Redmile for Belvoir. [GN & LNWR Joint Railway]. 377-82.
Railway ran from near Market Harborough via Melton Mowbray towards Nottingham in East Leicestershire, a thinly populated area noted for hunting, cheese making, and ironstone mining. Access (for the LNWR) was provided to both Nottingham and Leicester via GNR lines. The train services disappeared like a Cheshire cat's grin: see letter from Stephen G. Abbott on page 509 who relates how the John O' Gaunt to Leicester workmen's train was once formed of goods brake van, and how the final East Norton and Hallaton to Melton Mowbray on 18 May 1957 ran on to Tilton and was hauled by 4F 44064 and special tickets were issued. The Leicester to Skegness and Mablethorpe trains called ast Humberstone, Thurnby & Scraptoft and Melton Mowbray North. Following the closure of Belgrave Road, they ran from Leicester Central in 1963 and 1964, thence from Leicester London Road using a new spur at Netherfield Junction. Illus.: GNR E2 class 2-4-0 No. 701 at Leicester Belgrave Road; Hallaton station with LNWR train approaching c1900; LNER B17 4-6-0 No. 2832 Belvoir Castle at Leicester Belgrave Road (see also letter from Horace Gamble on page 573 who states that date was 1936 (either March or 3 May) and that visit was associated with Post Office exhibition train: Redmile station in 1949; J6 No. 64212 waits at Melton Mowbray on 19.04 to Leicester Belgrave Road on 24 May 1949; 8F 48360 on trainload of iron ore from Waltham-on-the-Wold at Scalford station on 4 Apriil 1959 (J.S. Gilks, also illus. with B1 class 4-6-0s); B1 61390 passing remains of Lowesby station with Mablethorpe to Leicester train on 27 August 1960; B1 61231 passing remains of Long Clawson & Hose station with train for Skegness on 27 August 1960; Thurnby & Scraptoft station in 1952; B1 61141 at Melton Mowbray with train for Skegness on 18 July 1959; John O' Gaunt station in 1953; Leicester Belgrave Road exterior on 7 November 1964 (T.J. Edginton); .

Readers' Forum. 383
Station pilots. Don Rowland.
See feature on page 139: tells of E8619 (station pilot at Liverpool Street) doing a "Thunderbird" with two quint-arts (10 coaches) between Seven Sisters and Enfield Town in 1949: he also relates the introduction of the Red Notice system for informing passengers of delays and disruptions .
Station pilots. Joe Cassells.
See feature on page 139: tells of the species and its gradual extinction in Belfast initially at Queen's Quay where he closure of the main line and dieselisation of the Bangor branch in 1953 obviated the need for pilots. Great Victoria Street, northern home of the GNR (I) did employ shunting locomotives (0-6-4Ts) of the RT class to work opver the Belfast Central Railway to Donegall Quay, but at York Road, home of the NCC, pilot duties included testing the hydraulic buffers. A variety of locomotives were used including the SLNCR 0-6-4Ts ordered in 1948, the two 3F 0-6-0Ts (Jinties) converted to the broader gauge, and latterly a WT 2-6-4T (the last steam duty in Ireland), and finally a single unit DMU power car. Includes notes on some of the modern fascilities at York Road: track circuiting in 1912 and elelectric signalling in 1927.
Merton Park. P.M. Jones
See feature by Alistair Nisbet on page 206: writer reports the current state of the smartly restored Station House.
The Lambourn Valley Railway. John Pearse.
See article on page 235 where the US airbase at Welford Park is mentioned: writer notes a proposal to reopen the line to Welford Park for US traffic from Avonmouth, but this was smothered in favour of a spur off the M4 into the airbase..
Permanent way. Keith Chester.
See feature on Permanent way on page 198: why did bullhead rail survive so long in Britain..
Double-chimney 'Castles'. Robert Darlaston
See earlier correspondence from same writer on page 189, from B.J. Harding (page 320) and the original article on page 6. The RCTS Locomotives of the GWR also receives some criticism. It would all seem to indicate that by 1956 the Western Region had a modern locomotive in the shape of No. 7018: high superheat/double chimney, but still with a copper cap.

Book reviews. 384
Paddington Station: its history and architecture. Steven Brindle. English Heritage. MB ***
A very worthy production but, badly let down by the absurdly small size of the typeface which made it not just difficult to read but actually quite straining on the eyes.
Lost Railways of North & East Yorkshire. Gordon Suggitt. Countryside Books. MB ***
Thirteen chapters examine defined areas from 'Around Skipton' in the west to Holderness and the Hull & Barnsley in the east. Included are oddities such as the Nidd Valley, Easingwold and Catterick Military Railways or the never-used viaduct at Tadcaster. Not all the routes 'lost' are meandering byways: the once important Leeds Northern main line from Harrogate to Ripon and Northallerton, until the 1960s was traversed by Pullman and Newcastle-Liverpool expresses. A handy guide for explorers of old railways.
Visionary Pragmatist: Sir Vincent Raven. Andrew Everett. Tempus. RH ***
Review reproduced on Raven page
The Transcaucasian Railway and the Royal Engineers. Roger Hennessey. Trackside Publications. NF ***
Recounts the part played by the Royal Engineers in repairing and operating the Trancaucasian Railway (running between the Black Sea and the Caspian Sea, around modern Tiblisi) between 1918 and 1920. It also covers the construction of the line and its associated narrow and standard gauge feeder lines between 1866 and 1883. The text is informative but unfortunately the proof-reading leaves a little to be desired, the occasional sentence lacking a verb. The book is well provided with good quality photographs, many from Russian sources, but a significant number from Bournemouth Railway Club's Kelland Collection. During the Russian Revolution and Civil War Lt Col. L.B. Billinton, formerly Locomotive Engineer of the LBSCR, was sent to report on the Russian rail system, being captured by the Bolsheviks in the process.
Steaming in three centuries - the story of the 101 Class locomotives of the Great Southern and Western Railway. Irwin Price and Leslie McAllister. Irish Railway Record Society (London Area). DWM *****
Beautifully produced and very comprehensive book developed from an earlier, 1966, publication then produced to celebrate the mere centenary of the 101 Class. Through the story of the development of one particular locomotive type the links between the railways of Ireland and mainland Britain are cleverly drawn, from the 1860s right up to the present day. The book is lavishly illustrated in both colour and black and white.

Essex outlander. Brian Sullivan. rear cover
Central Line Epping to Ongar shuttle at Blake Hall

Number 7 (July)
Issue No. 195

BR Class 3 2-6-0 No. 77015 crosses the Glenbuck Loch causeway with a Lanark-Muirkirk local in March 1961 on a Caledonian branch which closed in 1964. (Derek Cross/Colour Rail BR SC89). front cover
Another view of Glenbuck Loch in feature beginning p. 122 in Volume 22

What the papers say. Michael Blakemore. 389.
Editorial: KPJ has an old 45rpm record where the station announcer in her best mid-1950s regal style proclaims "This is York": it sometimes sticks. the York Post extracts, extracts of 1906. may be interesting, may be interesting.....

40 years on. Klaus Marx (phot.). 390-1
Colour photo-feature to mark the fortieth anniversary of the demise of steam traction on the South West Section of the Southern Region on 8 July 1967: rebuilt West Country 34037 backing onto 18.20 Waterloo to Southampton Docks boat train; train departing Waterloo as viewed from high rise block of flats known as Canterbury House (at that time London had few high-rise office blocks); rebuilt Merchant Navy 35028 arriving with Channel Islands boat train passing Clapham Common; empty stock from this train being brought out to Clapham Yard hauled by 41319; and on 1 April 1967 80154 on short train of vans on Waterloo to Basingstoke working (note brake van at front of train).

Hill, Keith. A daring experiment Warship classes of diesel-hydraulic locomotives on Western Region].392-401.
States that H.H. Phillips, a "dyed in the wool Great Western man" Assistant General Manager of the Western Region under Grand was the driving force behind the diesel hydraulic venture which he considered would lead to lower running and maintenance costs. The initial five locomotives were constructed by the failing North British Locomotive Co. and had the A-1-A-A-1-A wheel arrangement: these were known as the D600 class. Two of the locomotives had MAN engines, the other three had engines manufactured by NBL. Voith transmission systems were fitted. The more successful D800 class lacked the complex bogie arrangement and were B-B. They were based on the Krauss-Maffei V200 design and were fitted with two Maybach engines and Maybach-Mekydro transmission systems. Hill considers that they performed well. Latterly they were employed on Exeter to Waterloo services. Most were withdrawn from service by 1972.

Flann, John L. The early railways: their promotion, creation, cost and benefit. 402-6.
The characteristics of those who promoted railways are briefly examined, and this is followed by the formation of a provisional committee, the appointment or officers and directors, and the preparation of a prospectus based on a preliminary survey, and estimates of traffic. Seeking Parliamentary approval required a fuller survey. Plans had to conform to a scale of 3inches per mile and every owner, leaseholder or occupier of the land along the intendedf route had to be listed. The Bill had to be introduced to the House of Commons, normally by a Member with an interest in the line, the Bil then went before a Select Committee, and this (if successful) would then go forward to first and second readings in the House where opponents had the opportunity to reject or amend the Bill. It the was then sent to the House of Lords where further costly changes could be made. Parliamentary counsel cost £300 per day or more. Solicitors, engineers and printers also charged for services which might not lead to a successful passage for a Bill. Royal Assent came in July or August. Once Parliamentary had been granted then a full survey would be conducted and the land had to be acquired and this could involve expensive arbitration before a jury. Statistics of the costs per mile of several railways are given both in terms of Parliamentary costs (over £5000 for the London & Birmingham) and for land purchase (over £6000 per mile for both the London & Birmingham and Great Western).

Rugby Cement. R.C. Riley (phot.) and John Scholes (extented captiion). 407.
Colour photo-feature: two photogrphs taken on 16 May 1966: Manning Wardle 0-6-0ST (WN 2047/1926).

Thrower, David. Southern gone West: the Callington branch. Part Two. 408-14.
Continued from page 336 et seq.: passenger train services were very limited: at the end of the Plymouth Devonport & South West Junction Railway period there were only four services in each direction per day. During WW2 the line was used heavily by evacuees from Plymouth bombing and some trains had to be double-headed, but in 1947 there were still only four trains in each direction, and some of these ran as mixed trains. The line beyond Gunnislake to Callington closed on 5 November 1966 when the route between Bere Alston and Okehampton also closed (leaving the "strategic" city of Plymouth with a tidal railway service). Closure of the residual service to Gunnislake has remained on the agenda ever since, although the runt now enjoys the best service possible on a residual basic railway. Motive power is discussed: it began with the three PDSWJR locomotives: 0-6-0T 30756 A.S. Harris, which latterly did not work on the line, and the two powerful 0-6-2Ts 30757 Earl of Mount Edgcumbe and 30758 Lord St Levan (both illustrated in b&w photographs by T.J. Edgington (former at Eastleigh on 17 May 1953) and latter inn Ply