BackTrack Volume 22 (2008)

Published by Pendragon, Easingwold, YO61 3YS

Number 1 (January)

GWR railcar No.W19W enters Ledbury station on service from Gloucester in May 1959. (R.E. Toop/Colour-Rail). Front cover.
With signalman collecting the single line staff from the driver. This scenic branch closed two months later. See also photo-feature beginning page 34. See also letter from Raymond Harris on page 188 who states that railcar was going to Gloucester, rather than from it.

Who do you think they were? Michael Blakemore. 1
Editorial on the Oxford Dictionary of National Biography (ODNB). A little bit of research by young Michael would have shown that two of the subjects in this Issue possess entries in the ODNB, namely the late Eric Treacy (but mainly for his contribution to the Church of England) and Thomas Edmondson..

Thrower, David. Southern gone West: the North Cornwall line. Part One. 4-13.
To the precis writer, who is ever thankful that he traversed this line, it is always associated with John Betjeman, but the Author manages to quote Tennyson:
But after tempest when the long wave broke
All down the thundering shores of Bude and Bos...
Begins by noting the emptiness of this particular quarter: between Halwill and Padstow the settlements were Launceston, Camelford and Wadebridge. To the north of the railway there were smaller townships at places like Port Isaac and Tintagel. The LSWR had acquired the Bodmin & Wadebridge in 1846, but was very reluctant to extend from Exeter towards it. In 1882 the North Cornwall Railway obtained powers to build a line from Halwill to Padstow and this remained nominally independent until the Grouping in 1923. Many of the "keywords" emerge from the list of illustrations, but Delabole, with its vast slate quarry (including its narrow gauge railway (1ft 11in) and its motive power, and the presence of a turntatle (it was a temporary terminus) are mentioned. Launceston had two stations (the older one had been broad gauge), but they remained unconnected until 1943 during WW2, and from 30 June 1952 Western Region passenger trains were diverted into the North Cornwall station. Launceston used to have two engine sheds. Egloskerry is pure Betjeman. West of Wadebridge one can still cycle along the line and cross the girder bridge at Little Petherick Creek. If one is fortunate the sands may be golden, and the Camel blue, but one Easter family trip was made in near blizzard conditions. Colour illus. (all by Peter W. Gray unless noted otherwise): Halwill Junction on 31 August 1964 with 80037 on 10.00 Okehampton to Padstow, 75022 arriving on 08.48 from Padstow and DMU from Torrington; N class 2-6-0 No. 31846 on Padstow portion of Atlantic Coast Express near Tresmeer on 22 August 1964; Ashwater station on same day as previous; 31846 arriving Halwill Junction with 08.30 Padstow to Waterloo on 22 August 1964; 34079 171 Squadron waits to leave Padstow with three coaches in August 1963 (HMRS/Colour-Rail); 34110 66 Squadron at Halwill Hunction with down Atlantic Coast Express in September 1962 (Bruce Chapman). Black & white: N class No. 840 with 16.10 Okehampton to Padstow service at Halwill Junction on 16 June 1926 (note the oil lamps on fluted columns) (H.C. Casserley); T9 No. 30771 at Wadebridge on 12.45 Padstow to Waterloo on 18 May 1959 (J.S. Gilks): letters from Roger Whitehouse and Jonathan Edwards (page 188) insist that this was a down working to Padstow; Tower Hill station in 1939 Jonathan Edwards (page 188) states that main building demolished by accident; T9 No. 30313 at Wadebridge on 15 August 1960 (Alan Tyson); Tresmeer Station in 1963; Otterham station in 1963; Camelford station; Otterham station with T9 No. 30313 waiting to cross 34058 Sir Frederick Pile on down train on 15 August 1960 (Alan Tyson) and St. Kew Highway (Stations UK).. : .

Reohorn, John. Flowers and the City. 14-18.
The double-framed GWR 4-4-0s produced under Dean and Churchward: from the Armstrong class which was nominally constructed from parts of former broad gauge locomotives and which shared much in common with the contemporary singles (neither type is illustrated); the Duke class with 5ft 8in coupled wheels which Hamilton Ellis labelled "Olde English" in style (see the appropriate volume of Russell for the rich variety of Olde English) through to 6ft 8in Badmintons, 5ft 8in Camels and Bulldogs, the larger driving wheel varieties of Atbaras (Atbara was the name of a Boer War battle), Cities and  Flowers. The Birds were clearly not intended to fly as they had smaller driving wheels, and then there were Collett's masterpiece: the Earls, dukedogs, or should they have been Dodos? Earl Cawdor fitted with a large diameter Wilson Worsdell type of boiler is mentioned but not illustrated. Many, but all of the classes received piston valves and were superheated. The exploit of City of Truro is mentioned: see Russell.Pictorial record...v1 Figs 500 and 501. Illus.: Duke No. 3323 Mendip with original round-top boiler; Badnminton class No. 4115 Shrewsbury at Cardiff in 1922 (Ken Nunn) Bulldog No. 3405 Empire of India; Flower class No. 4156 Gardenia at Cardiff in 1922 (Ken Nunn); Atbara No. 3373 Atbara with original boiler; Atbara No. 4148 Singapore with express at Cardiff in 1922 (Ken Nunn); Bulldog No. 3383 at Dawlish on up local train on 2 September 1936 (Ken Nunn); Atbara/City No. 3705 Mauritius in 1903 state; No. 3712 City of Bristol. See also letter from John Pearse (p. 188) who notes one class 1 howler that City of Truro (as No. 3717) was withdrawn from Radyr, and gives the correct origin for the Empire names: i.e. places visited by a Royal cruise of 1901 on the chartered liner Ophir.;

Skelsey, Geoffrey. "Please Shew All Tickets!": the long legacy of Thomas Edmondson. 19-24.
A Quaker cabinet-maker from Lancaster who obtained the post of clerk in-charge of Milton station (later Brampton Junction) on the Newcastle and Carlisle Railway when his business failed. Here he invented his system for issuing and validating card tickets. The Manchester & Leeds Railway were more aware of the advantages of Edmondson's system and it was on this Railway that the system became fully developed. In 1957 British Railways were printing 524 million tickets at four printing works. Ticket sales formed a classic Zipfian distribution, and this led to considerable wastage. Automation came early to the London Underground: it began with slot machine type sales, but gradually on-site printing was introduced in association with "scheme" (zonal) ticketing. Germany introduced mechanized printing in the 1920s and the LNER had machines at Newcastle in 1931 and Liverpool Street in 1935. Edmondson tickets were finally displaced by computer-based systems in the 1980s. The illus. include the interior of the booking offices at Rhyl and at Ince, and the exterior of the station buildings at Brampton Junction, plus many colour illus. of Edmondson tickets. See also letters on p. 188: from Keith Chester who notes that Edmondson tickets survived in Kafkaesqe locations in Eastern Europe and from P. Justin McCarthy who notes that the John Rylands Library in Manchester holds some Edmondson material..

Beale, Mike. 150 years of the Somerset & Dorset Railway. 25-30.
Two railways set out to link the not very promising port of Burnham on the Bristol Channel with Poole on the English Channel. The Dorset Central Railway set out from the latter having received its Royal Assent on 10 August 1857. Whilst the Somerset Central Railway began as a broad gauge concern at Highbridge and struggled across to Glastonbury. On 21 July 1856 an extension from Glastonbury to Cole was authorised. In Dorset the Stour Valley section opened to Blandford on 1 November 1860, and from 31 August 1863 it was possible to travel from Burnham to Poole. Illus. from Somerset & Dorset Railway Trust with captions by Ross Garner and David Milton: S&DR 2-4-0 No. 9 at Evercreech station (loco built by George England in 1863); 0-6-0 No. 35 entering Blandford probably in August 1892 (loco constructed Neilson in 1878, class known as 'Scotties', rebuilt with Johnson boiler in 1889); John Fowler 0-6-0 rebuilt with MR boiler on freight, with shunting horse alongside, at Blandford c1900; Wincanton station; Johnson 4-4-0 No. 68 (5ft 9in 4-4-0 of 1896 rebuilt in 1906) at Bournemouth West on 28 March 1910; rebuilt J class 4-4-0 No. 18 (H class boiler) approaching Bournemouth West on 31 May 1913; rebuilt small Johnson 4-4-0 No. 67 entering Branksome triangle; 4-4-0 No. 68 at Bournemouth West on 9 August 1913; Vulcan Foundary 2-4-0 No. 23; rebuilt 2-4-0 No. 16A at Templecombe on down freight in August 1892.;

A Caledonian threesome. R.D. Stephen (phot). and Jim MacIntosh (captions). 31.
Class 66 4-4-0 No. 1083 at Carstairs; 0-6-0 No. 32 (in passenger blue livery) at Glasgow Central and Oban Bogie 4-6-0 No. 195 on Oban Shed.

Mr. Peppercorn's A2 Pacifics. Derek Penney (phot.), 32-3.
Colour photo-feature: 60530 Sayajirao at Hilton Junction, Perth, with a Dundee to Glasgow excpress; 60528 Tudor Minstrel and 60530 Sayajirao on Dundee shed; 60532 Blue Peter on Aberdeen to Glasgow express passing Bridge of Allen in July 1966; and 60528 Tudor Minstrel passing Burntisland with Dundee to Edinburgh fitted freight on 28 August 1965; .

The Great Western railcars. 34-7.
Colour photo-feature (all railcars were in carmine & cream livery unless noted otherwise): W12W at Newbury; W22W at Leamington Spa with maroon trailer on 25 April 1955 (T.J. Edgington) (both of these cars were fitted with small destination boards); W19W at Newent in July 1959 (W. Potter); W19W at Barbers Bridge in May 1959 (T.B. Owen); W17W parcels car in faded carmine livery at Tyseley in June 1960; W34W parcels car in faded carmine livery hauling two vans at White Waltham in August 1959 (T.B. Owen); W22W (dark BR green) at Kidderminster in May 1959 (P.W. Gray); W19W at Newent in July 1959 (J.M. Wiltshire); W8W at Swan Village on 1 June 1957 (T.J. Edgington); and W33W and W35W with GWR corridor coach in between (all in lighter BR green with gold stripe) passing over Aldermaston water troughs in August 1959 (G.H. Hunt):

Welch, Martin S. The early photographs of Eric Treacy LMS large passenger locomotives on Merseyside in the 1930s. 38-40.
Brief biography of Eric Treacy's early years when he went to Liverpool to run a boys' club in Scotland Road, trained for the Ministry in the Church of England, and became Vicar of Edge Hill and unofficial padre to the motive power depot. Whilst there he conducted the memorial service at St. Mary's and dedicated a memorial tablet at the depot to the two Edge Hill footplate men who suffered fatal burns through a blowback whilst entering Primrose Hill Tunnel in May 1937. The wonderfully spontaneous photographs were taken with a Leica and contrast with his more formal later work. The illustrations include several photographs taken from the footplate. No. 6137 The Prince of Wales's Volunteers (South Lancashire) taken from footplate on up express north of Crewe; Driver Laurie Earl and bowler-hatted shed official with spire of St Mary's visible behind embankment; the Driver of No. 6137 holding the regulator and smoking!; 6202 turbine locomotive (Turbomotive) in Liverpool Lime Street on 12 noon departure for Plymouth (large-boilered Claughton also visible); 6227 Duchess of Devonshire on shed on 24 June 1938 ready to back down to Lime Street for 12 noon departure; same locomotive approaching Runcoen Viaduct viewed from fireman's side; similar-angled shot of Princess Royal climbing through rock-sided cuttings on climb out of Lime Street. During WW2 he became an army padre and following the War he moved to Keighley. See also letters from M.R. Scott on page 189 concerning the workings of No. 6202, and from David Armstrong on parish boundaries and the Princess Royal was descending towards Lime Street, not ascending..

Nisbet, Alistair. A wasted opportunity [Horsham & Guildford Direct Line]. 41-3.
There was another account of this line in Backtrack Volume 13 page 172-80. Critical of the structure of the train service which failed to provide opportunities for travel between Guildford and Brighton and there was a lack off a regular interval pattern between Guildford and Horsham, even after frequent electric services were available at both ends of the line. In retrospect the initial closure proposal of 2 September 1963 seemed late. There is an observation made by a senior civil servant that the TUCC inquiry was a farce. but closure was "achieved" on 14 June 1965. See also letters from Peter Tatlow and Stephen Spark on page 188 mainly on the failure of attempts to restore services to Cranleigh as it is not in Scotland...

On Furness lines. 44-7.
Colour photo-feature: Derby lightweight DMU pauses at Kent's Bank station with a service for Barrow in May 1967 (J.S. Gilks): see letter from Sandy Harper on page 189 who states that large barrow handled passengers' luggage in advance for large holiday complex for elderly; 8F No. 48670 hauling a nuclear flask approaching Dalton Junction on 13 April 1966 (David Idle); two Clayton Type 1 struggle across viaduct across River Kent at Arnside with four passenger coaches with local passenger (KPJ or were they condemned stock?: see Macnab page 61) on 2 August 1968 (David A. Hill); well-filled Preston to Barrow DMU passing Plumpton Junction in July 1975 (J.S. Gilks); BR class 4 4-6-0 No. 75019 approaches Grange-over-Sands at Blawith Point with down freight in June 1968 (J.S. Gilks); ex-MR 2F 0-6-0 No. 58287 shunting at Haverthwaite on 31 May 1960 (J.S. Gilks); No. 58287 at Lakeside station on 31 May 1960 (J.S. Gilks); Leven Viaduct (J.S. Gilks); preserved LNWR 2-4-0 No. 790 Hardwicke at Grange-over-Sands arriving from Carnforth on 23 May 1976 (Roy Hobbs); 3F 0-6-0T No. 47373 passing Dalton Junction signal box on 13 April 1966 (David Idle) 

Wells, Alan. Secrets of the log books [occurrence books held in signal boxes in Northumberland].  48-51.
Newsham North and Hirst Junction on former Blyth & Tyne branches. formerly the centre of coal mining and coal exporting. The loag books record mainly minor incidents, such as derailments at points and crossings. The period covered by the books extends over both WW1 (mainly celebrations at its end) and WW2 (damage at Blyth station). However here was a deliberate act of sabotage reported at Hirst on 28 October 1905 when a passenger train hit a pile of sleepers placed across the line. Some incidents at Newsham stemmed from the unusual working arrangements of working passenger off the Blyth branch whereby they had to pass the station and then set back into it: there was at least one dreailment during this action, and one poor passenger stepped out before reaching the platform. Illus. (all black & white): BTP 0-4-4BT arriving at Ashington station with many passengers waiting on platform, c1920; G5 No. 67323 on pass-by line at Newsham with 15.00 Blyth to Monkseaton push & pull on 4 June 1958 (note neat concrete bordered flowerbed and huge signal cabin) (Ian S. Carr); Q5 0-8-0 No. 644 at Ellington Colliery c1930; NER T2 0-8-0 No. 1247 (official-type photograph); 40 ton and 20 ton coal wagons at Ashington Colliery; J27 0-6-0 No. 65874 at South Blyth shed; J21 0-6-0 No. 65033 at South Blyth., .

Rutherford, Michael. 'Export or Die!' - British diesel-electric manufacturers and modernisation - Part One: Roots. (Railway Reflections No.138). 52-60.
Cites earlier Reflections which pointed to the present series, notably the arrempts made by Beardmore and Armstrong Whitworth (see Volume 14 pages 351 and 416) in the 1920s/30s and in the implementation of diesel traction in Ireland. (see Volume 15 pages 652 and 676) Rutherford begins this new series af articles by examining the development of electricity generation, espcially the involvement of Siemens, and the need to develop high speed reciprocating steam engines. Landmark figures included A.C. Pain who invented a system of forced feed lubrication for G.E. Bellis (later Bellis & Morcom) and of Peter Willans. This led to the Heilmann steam electric locomotives developed for the CF de l'Ouest in France in 1897 which Rutherford considers to be a step towards the diesel-electric locomotive. The high torque developed in a steam engine when starting was a considerable advantage compared with internal combustion engines. Rutherford is eager to show that the internal combustion engine was developed in Yorkshire rather than in Germany or the USA. William Priestman of Hull, who had been apprenticed to Sir William Armstrong & Co., then worked for the NER, returned to his father's Holderness Factory where heavy oil engines were developed for barges, and even for a shunting locomotive, but this suffered transmission problems. Herbert Akroyd Stuart invented the hot bulb technique and developed four-stroke heavy oil engines  and these were supplied by Richard Hornsby & Sons of Lincoln with the involvement of Robert Edwards their Chief Engineer. Hornsby engines were used on locomotives working on narrow gauge railways at the Royal Arsenal in Woolwich and on the Chattenden & Upnor Railway. The involvement of William P. Durtnall is mentioned: he was involved with R.& W. Hawthorn, Leslie in an early proposal to supply a form of internal combustion engine/electric transmission locomotive for the Trans-Australian Railway. WW1 interupted progress. Other individuals and firms mentioned include Dick Kerr which was involved in the electrification of the Liverpool to Southport line of the LYR (and the the development of the Morrison & Kerr steam tram?); Alan Chorlton who had been trained at Crewe and became President of the Institution of Mechanical Engineers; Armstrong Whitworth and the supply of diesel electric railcars to the LNER, one of which was used by the LMS as the Armstrong-Shell Express to run special services to the British Industries Fair A more substantial effort: a 1200hp locomotive for the North Western Railway in India experienced severe technical problems. In 1935 rearmament removes Armstrong Whitworth and Beardmore from this area, but the latter's expertise translated itself to English Electric and the development of the H series diesel engine used on the LMS vehicle Bluebird and eventually to the Hastings DEMUs. Next part see page 100...

Readers' Forum. 61
Exploring a York backwater. Editor.
See page Volume 21 page 661: this letter explains more fully where the diesel shunter and DMU were heading towards: former towards photographer and thence Doncaster; latter towards Foss Islands.
Crossing the Tyne and Wear. William Tollan.
See page Volume 21 page 662: letter writer has consulted Hugh McAuley on Sunderland's tramweay system who considered that there was some consideration given to extending the tramway system to Pallion from Kyle Road, but no consideration was given to extending trams over the bridge. Tollan notes that many of Sunderland's magnificent trams were very large and included some from London and that the bridge appeared to be frail.
Steam on the Stirling line. John Macnab.
See illustration on page 647 upper (previous Volume) in which a B1 is seen hauling two newly painted LMS coaches at the front of a long freight: the coaches were en route from overhaul at Inverurie Works to Ardmore Yard as an edict had been sent out to condemn all wooden bodied coaches (sounds just like "First" Great Western and its lunatic behaviour).
The happy wanderers. Allan James.
Refers to illustartion on page 637 upper (Volume 21) of LYR 0-6-0 at Oxford in "late 1930s": states that photograph was taken by R.H.G. Simpson in May 1947 and that he had taken other photographs of LYR 0-6-0s at this location on 3 May 1949 and in 1945
The happy wanderers. Bob Essery.
Refers to illustration of L&YR 0-6-0 No. 12114 at Saltley (Vol. 21 page 638 middle) which leads him to note that the LYR injectors had a poor reputation thereat especially when they became hot and had to be doused with cold water.
The GCR War Memorial. Geoffrey Wheeler.
See feature on page 584 in Volume 21: writer notes that view of War Memorial on page 586 upper was taken from his home's sitting room in the Royal Victoria Station Hotel where his father, John F. Wheeler, was the Manager and was there when the station was bombed (but the writer had been evacuated to the Derwent Valley.
Cross that bridge. P. Justin McCarthy.
See page 703 middle in Volume 21: one of the bridges illustrated at Millers Dale is still used as part of the Monsal Dale long distance part. The bridges were visible in much earlier photographs taken by E.R. Morton of Buxton. Further information on these structures is available in John Gough's Chronology of the Midland Railway (RCHS, 1989).
The development of the British 0-6-0. Denis Grimshaw.
See feature by Michael Rutherford which began on page 622 of Volume 21: notes that the Ulster Transport Authority test-steamed former GNRI 0-6-0 No. 48 (BP 7250/1948) on 6 July 1967 and that this locomotive just missed being the last British 0-6-0 in steam...
The development of the British 0-6-0. Adrian Tester.
See third part of feature by Michael Rutherford which began on page 752 of Volume 21: states that the Adams' 395 class, supplied by Neilson, employed Derby-designed valve gear which was probably initially designed by Edward Snowball: cites Bradley's book on Adams' classes (i.e. Ottley 18379).
The railway journeys of Sherlock Holmes. Richard Pratt.
See article by Nigel Digby in Volume 21 page 719 wherein it was implied that Holmes kept himself clear of the Underground, but eager detective work found by inference that Holmes must have used he Metropolitan on a number of occasions: see His last bow. Further support from Geoffrey Horner: letter p. 253.

Book Reviews. 62
The lost railways of Lincolnshire. Alan Stennett. Countryside. AJL **
"this latest volume adds very little to the collective stockpile of knowledge... There are several annoying errors" .
Last train from Trent station. Geoffrey Kingscott. Author. GBS **
"useful record" and "evocative pictures": why only two Shavian stars?
The Great Western handbook, 1923-1947. David Wragg. Sutton. LAS **
Many errors are detected: for instance Viscount Churchill did not "retire" as he died in office. Summers, unlike Wragg, does not consider Collett to have been inspired. The "bibliography" does not include McDermott. "Overall this book is a disappointment": why does it justify any sort of star?

End of the year at Ashby Junction. Tommy Tomalin. Rear cover
Late running up Ulster Express just north of Nuneaton hauled by a Jubilee and a class 5 on 29 December 1962. Wonderfully evocative photograph of steam train running in intense cold framed by new overhead catenary, but old signalling still in place. How did the photographer manage to press the shutter at the correct moment in such conditions?

Number 2 (February)

SR 'Battle of Britain' 4-6-2 No.34057 Biggin Hill leaves Waterloo with the 17.41 to Salisbury on 19th September 1966. (David Idle). Front cover

Ask before its too late. Edward A. Evans. 67.
Guest editorial: reminiscences of former railwaymen. Some of the examples are noteworthy: a retired Cardiff Canton top link driver confessed to not like travelling over facing points at high speed; a raw lampman who was admonished for completing his timesheet with a green ballpoint pen as it was the auditor's colour; and memories of a lengthman which formed the basis for a Backtrack article. See also letter from Christopher Tanous on page 252 who notes that some very young men became drivers at the end of steam working, that earlier some men had fired until they were nearly 40, and some former drivers are volunteers at the Swindon 'Steam' museum..

The pick-up goods. 68-9.
Colour photo-feature: J38 No. 65918 leaving the Bandeath Ministry of Defence naval depot sidings at Throsk with Alloa swing bridge across Forth, and Throsk signal box on 4 May 1965 (J.S. Gilks); former NBR J37 No. 64620 passing remains of Lauriston station on the Inverbervie branch on 1 September 1965 (J.S. Gilks); former GER J17 No. 65583 with a couple of containers on container flats at Sudbury in September 1860 (G.W. Powell); class 2 2-6-0 No. 46474 at Wooler with pick up freight from Tweedsmouth on 23 July 1963 (J.S. Gilks); and former NER J25 crossing Sandsend viaduct with one wagon freight heading for Whitby on 16 July 1957 (Michael Mensing).

Flann, John L. Goods, parcels, cartage and the railway horse c1900. 70-5.
In 1903 over one million tons of non-mineral freight was handled by the railways and this involved a vast effort in cartage, either via agents (used by the smaller companies, or provided by the companies themselves. The rates charged for handling this traffic were regulated by the Government, but there was great competition between companies to acquire this traffic and route to their advantage. For the London to Manchester traffic the LNWR had to face competition from the GER, GWR, MR, GCR and GNR. This led to low wagon loads. Parcels traffic was handled by the passenger department. Fast transits could be obtained: Nottingham to Liverpool transits could be achieved within just over four hours. The Railway Clearing House was involved in adjusting charges made over more than one railway and number takers were allocated at key locations to record the passage of wagons. There were many special traffics: newspapers, mail, fish, meat and theatrical specials. At Christmas there was a vast poultry traffic. The six major companies employed 20,000 horses mainly for the cartage of freight and parcels, but some were also used for the hazardous task of shunting. Horses had a life in railway service of five to six years and were then sold back for agricultural service. Their heavy work demanded a high standard of feed and provender was prepared at specialised premises. The Great Eastern at Romford turned out 175 tons per week from a highly automated works. The GWR had a provender store at Didcot. Illus.: St Pancras goods depot; artist's impression of the new GNR Deansgate goods station in Manchester, two LYR horse hauling a cart loaded with bales of cotton, interior of St. Mary's goods depot on MR at Derby, LYR lurry  (horse-drawn lorry) loaded with fabric on New Year's Eve 1912, shunting horses at Waltham Cross (GER) on 31 August 1912, GNR horse hospital stables at King's Cross,.

Nisbet, Alistair. Ardler Junction – a sideways glance.76-9
Collision between the 15.30 Aberdeen to Glasgow express and the 16.20 Dundee West to Blairgowrie on 17 July 1948. Ministry of Transport accident inquiry conducted by Brigadier C.A. Langley who considered that Signalman Patton was seriously to blame for permitting two trains to approach the junction at the same time, and Driver John Laing, a Dundonian of the local train, who was killed in the accident, for failing to stop at the branch home signal. The guard on the train from Dundee was also censured. D.C. Thompson newspaper photographs, including derailed Jubilee class No. 5716 Swiftsure and overturned former CR 439 class 0-4-4T. Fireman Smith on the express was also killed and the fireman of the local train, Robert Nixon, suffered the loss of a foot. Driver David Nutt of Aberdeen on the Postal escaped serious injury and was able to assist with establishing the cause of the accident..

Bennett, Alan. Wales: 'A Foreign Country'. 80-3
Great Western Railway publicity material which aimed to compete with unpatriotic "overseas holidays". Bennett quotations of the purple prose are just sufficient to give an overall impression and assist an appreciation of the coloured illustrations: from Wales 1938 edition (front and back covers); frontispiece from Holiday Haunts (1934 edition with plus-foured gentleman pointing, a favoured pose of the time, to slender lady some rather boring crag; A.G. Bradley's Pembrokeshire and South-West Wales (cover of 1930 publication); The Golden Sands of Wales from Souvenir of the Great Western Railway, British Empire Exhibition Wembley, 1924; Upper Falls, Dolgelley (GWR postcard); Buy British Holidays campaign from Holiday Haunts, 1934; and From Caveman to Roman in Britain by Edward J. Burrow, c1925 (a lurid cover hardly likely to appeal to those looking for a peaceful holiday destination)

Bennett, J.D. Some early railway artists. 84-6.
This short article is a rich mine of information. It includes the work of William Crane, lithographer; Thomas Talbot Bury (Ackermann aquatints) including Six Coloured Views on the Liverpool and Manchester Railway (Ottley 6420 who cited C.F. Dendy Marshall, Trans Newcomen Soc., 1921, 2, 12); Isaac Shaw, Jnr, an engraver; was especially competent at depicting locomotives and his two views entitled Travelling on  the Liverpool and Manchester Railway (Ottley 6419) are especially noteworhy. Alfred B. Clayton's Views of the Liverpool and Manchester Railway were lithographed by Francis Nicholson. Shaw also produced black & white engravings of the London & Greenwich Railway. This line was also illustrated by G.F. Bragg's coloured lithographs. The opening of the Leicester &  Swannington Railway is depicted in a painting by John Ferneley. John Wilson Carmichael produced black & white engravings of Views on the Newcastle & Carlisle Railway (Ottley 7096). Thomas Talbot Bury, who worked with Pugin on the Houses of Parliament, produced Six Coloured Views of the London and Birmingham Railway??. John Cooke Bourne's Drawings of the London and Birmingham Railway (Ottley 6465) were also produced as Ackermann lithographs. Bourne was also responsible for the History and Description of the Great Western Railway in 1846 (Ottley 5930). W.W. Young and Louis Haghe produced Illustrations of the Great Western and Bristol and Exeter Railways, Francis Thompson commissioned Samuel Russell, a London lithographer to make a record of the North Midland Railway. S.C. Jones portrayed the Great Western Railway at the Bristol Terminus in a lithograph produced by Geoge Hawkins. Frances Flora (Fanny) Palmer was involved in the Midland Counties Railway Companion which contained steel and wood engravings of her work. .  

Running-in on the Western. 87
Colour photo-feature of locomotives in ex-Works condition: No. 4099 Kilgerran Castle calling at Stratton Park Halt in 1961 (K. Ellis); No. 4037 The South Wales Borderers at Chippenham running towards Bristol in 1957 (P. Alexander), and No. 6010 King Charles I near Corsham on stopping train with Dean clerestory full brake Enparts van next to the engine in 1957 (P. Alexander)

Baker, Michael H.C. A King's Cross summer. 88-94.
In July 1960 the writer/photographer had a happy holidaty job as a porter/cleaner at King's Cross which even enabled him to visit Belle Isle signal box (with his camera) to wash its windows. He was able to see many of the beautiful A3 and A4 Pacifics and the more mundane Thompson and Peppercorn types. As part of his cleaning duties he had to remove the carpet from one of the Silver Jubilee articulated vehicles used on a Newcastle working. He came into close proximity with Harold Macmillan and with Millicent Martin (a television "personality" at that time). Illus. (all black & white at that time): A4 No. 60027 Merlin departs with non-stop Elizabethan; N2 No. 69529 approaches Belle Isle with empty stock whilst A2/2 60506 Wolf of Badenoch waits to back down into King's Cross; A3 60044 Melton at head of down Yorkshire Pullman; V2 No. 60800 Green Arrow backs out of terminus past three type 31 diesel electric locomotives; A2 60533 Happy Knight; L1 No. 67741 on down local with quad-art set on 4 April 1959; A1 60120 Kittiwake on down Queen of Scots passing 9F No. 92144 on Holloway Bank on 8 February 1958; 69592 leaving terminus with empty stock and V2 climbing past Belle Isle with down sem-fast.

Coal from Cwmmawr. Hugh Ballantyne (phot.). 95
Colour photo-feature: the former Burry Port & Gwendaeth Valley Railway had a very restricted loaded gauge and was worked by cut-down Class 08 diesel electric shunters: No. 08 994 (grey Railfreight livery) with merry-go-round wagons at Coedbach wasery on 10 January 1989; 08 995 Kidwelly (in two tone grey livery) at Cwmmawr on 20 October 1994; and three class 03 shunters rumble over Pontyates level crossing on 7 September 1983 (where road signs give impression that they were directed towards the engine drivers!)

Out of Waterloo. David Idle (phot.). 96-8.
Colour photo-feature: rebuilt West Country 34028 Eddystone at head of 11.30 Waterlooo to Bournemouth on 20 March 1964; Merchant Navy 35029 Ellerman Lines near Clapham Junction on up Royal Wessex on 9 April 1964 (taken from EMU carriage window); S15 No. 30838 passing under Clapham Junction 'A' signal box with Nine Elms to Feltham transfer freight on 2 September 1964; unrebuilt Battle of Britain Pacific 34086 218 Squadron with 09.30 to Bournemouth West on 25 July 1965 near Clapham Junction; unrebuilt West Country 34007 Wadebridge departing Waterloo on 09.30 for Bournemouth with steam sanders working hard  on 11 April 1964, and rebuilt West Country 34017 Ilfracombe passing through Clapham Junction with 17.30 Waterloo to Bournemouth on 10 June 1966.

Maggs, Colin G. Railway curiosities: cats and dogs. 99.
As well as being passengers, when dogs used to require a ticket (and a cautionary tale is told about one who lacked one), both dogs and cats were employed on railways (when they still existed). The GWR had 25 sheepdogs on its payroll in Wales to herd sheep back off the track. They also functioned as look outs for permanent way men. Both cats and dogs were highly effective at vermin contro. Illus.: three terriers and their dead rat collection, and dog at Damens Station when part of Midland Railway.

Rutherford, Michael. 'Export or Die!' British diesel-electric manufacturers and modernisation. Part Two: The Ascendancy of English-Electric. (Railway Reflections No.139). 100-09.
Part 1 page 52. Financial reorganization in 1930 was undertaken by Lazard's, City merchant bankers, and the infusion of expertise from American Westinghouse, including a new Chairman, Sir Holberry Mensforth, and George Horatio Nelson as Managing Director. A key figure was Charles Edward Fairburn whose background was founded upon academic excellence, followed by a pupilage under Henry Fowler, thence experience on the NER's Shildon electrification gained whilst working for Siemens Dynamo Works at Stafford. By 1934 he was the chief engineer and manager of English Electric's traction department, but in 1938 joined the LMS where he eventuially became CME. Notes English Electric's involvement in Drewry Car, and its key involvement with Hawthorn Leslie in an 0-6-0 diesel electric shunting locomotive (WN 3816) which became LMS No. 7079. This probably emerged as a competitor to an Armstrong Whitworth project of 1932 where an Armstrong  Sulzer 250hp diesel engine formed the basis for a locomotive which ran trials on the LNER and Southern and was eventually sold to Ribble Navigation. A major influence at this time (the mid-1930s) was the decision by the Southern Railway to acquire its electric traction equipment from English Electric: this had followed moves by that Company, especially through Alfred Raworth, to break the heavy electrical engineering companies cartel. Herbert Jones, the former Chief Electrical Engineer of the LSWR (who had been responsible for he electrical aspects of the LSWR electrification) and was appointed to the Chief's postion on the Southern is also mentioned. The involvement of Percy Bollen in the design of the turntable bogie used on the Southern electric, diesel electric and BR Type 4 diesel electric locomotives is also mentioned and Rutherford describes Bulleid's involvement in such activity as an OVSB myth. Coleman had an input to electric traction projects through his involvement in the design of the rolling stock for the Wirral electrification (and especially by Teddy Fox who worked under him on this project). Illus.: No. 10001 acting as banker on Camden bank on 16 May 1964 (colour: David Idle); Baby Deltics in store at Stratford Nos. 5903 and 5902 in August 1962 (colour: T.B. Owen); Prototype Deltic on up express at Hadley Wood in August 1960 (colour: J.F. Aylard); No. 10000 under construction at Derby in 1947; artist's impression of twin Southern Railway diesel electrics with Bulleid Pacific type stripes; diesel locomtives under construction at Vulcan Foundry in early 1960s; D8109 and D8107 on mineral empties near St Rollox on 1 April 1964 (colour: David Idle); 2-Co-Co-2 for New Zealand at Preston Works in 1954; D8010 at Bow on 6 November 1957; Class 20 20 031 at Doncaster hauling empty wagons on 7 July 1977 (Gavin Morrison); D208 hauling up Tyne-Tees Pullman at Holgate Road bridge, York, c1961 (Cecil Ord); D352 climbs 1 in 39 Ravenscar bank with six coach scenic excursion on 19 May 1964 (Ken Hoole); D323 on footex at Torside on Woodhead route on 14 March 1970 (Gavin Morrison); D336 on freight in Dent cutting on 15 February 1969 (Gavin Morrison); D6798 (Type 3) passing Sudbury Hill with Leicester to Wembley excursion on 25 May 1963 (David Idle); Type 3 Nos. D6775 and D6755 outside Doncaster paint shop on 29 September 1962; D6774 at Beningborough with down freight on 11 April 1964 and D434 approaching Rise Hill tunnel with down freight on 15 February 1969 (all Gavin Morrison). Next Part (3) page 174.

Emblin, Robert. Lost behind the rooftops: the main line between Nottingham Victoria Station and the River Trent. Part Two.Through the meadows and over the River. 110-115.
Part 1 see Vol. 21 p. 764: describes the 1100 yards long viaduct which included 53 arches and a long steel lattice span over the Midland Railway station, followed by the very similar steel Pratt truss-type span across the River Trent. The contract included the Nottingham Goods Yard including the installation of wagon and locomotive turntables, capstans, cranes and a 25 ton capacity Goliath crane. Alexander Ross, Chief Engineer was in oversall control. Edward Parry was the consulting engineer for the London Extension with Frederick Bidder. Logan & Hemingway were the main contractors with Heenan & Froude working on the Trent Bridge and Handyside for the viaduct over the Midland..

A Cheshire Set. 114-17
Colour photo-feature showing what the inhabitants of Cranford feared: 9F No. 92058 hauls eastbound mineral empties past Bredbury Junction on Cheshire Lines Committee from Glazebrook to Godley Junction on 25 March 1966 (Alan Tyson); 8F 48465 running tender-first hauling empty mineral wagons from Partington to Godley Junction near Cheadle in January 1968 S.C. Dent); Stanier 2-6-4T No. 42587 hauling through Birkenhead to Paddington train leaving Hooton on 5 March 1967 (the last day for such workings); 8F 48374 and Class 40 No. 345 in one of least salubrious parts of Cheshire, namely Woodley Junction on 16 March 1968; 9F No. 92160 under the wires at Stockport Edgeley on 1 March 1965 (Brian Magilton); 8F 48717 passing through Bredbury Junction with coal train on 25 March 1966 (Alan Tyson); 8F No. 48319 on turntable at Godley Junction on 17 April 1968; clean class 5 No. 45327 departing Chester General with excursion for Llandudno in July 1963; scruffy class 5 No. 45391 picking up water at Moore troughs on Blackpool to Stoke excursion in August 1963; class 45 leaving partly rationalised Stalybridge station with equally rationalised Liverpool to Newcastle train (Pacer lurking in Stockport bay platform) (Brian Magilton). See also letters from Ted Buckley and from K.M Crook on p. 253..

Andrews, David. Special experimental tests – more pieces of the City of Truro puzzle. 118-21
Another re-examination of the contemporary publications, both those made in New Zealand (The Evening Post, Wellington, 17 June 1904) and the Bulletin of the International Railway Congress (1905, pp. 2118-21). Also includes references to George Flewellen via a letter to C.J. Allen (Rly Mag., 1934 Oct.) and correspondence in The Times from John Phillimore on 9 April 1931 and 23 May 1931 where Phillimore records that Flewellen considered Gresley's Pacifics to be "ugly" and the reason for City of Truro coming off the Ocean Mail Special at Bristol was due to bad coal blocking the tube plate. The location of the "permanent way men" or "slack" is also examined. Writer asks where Churchward's quoted instruction "Withhold any attempt at a maximum speed till I give the word — then you can go and break your b— neck" originated other than on page 28 of Nock's Fifty years of Western express running (original quote corrected: Nock did not use word "bloody". Illus. of No. 3440 (all black & white): two in original condition but without indication of date (one is at Westbourne Park); remainder are of preserved locomotive at Bath on 28 April 1957; leaving Nottingham Victoria light engine on 26 August 1959 en route to Scotland for use during Scottish Industries Exhibition and with 4575 No. 5528 crossing Pensford Viaducton 28 April 1957. See further information from the Author in letter on page 252...

Tortorella, Arnold. Improvements and economies on the LMS Northern Division. 122-4.
Cheap fares offered from 17 April 1934 as advertised in The Glasgow Herald, and especially cheap fares offered during the Glasgow Fair when London could be reached for 26 shillings and six pence. Other long distance excursions were offered to John o' Groats and to Skye. Circular tours were also on offer, notably via Crief and Balquidder. Illus.: black & white: Pickersgill 191 class Oban bogie No. 14619 near Taynuilt with interesting rolling stock (see letter Peter Davis page 252); Dunalastair I No. 14317 near Inches (crossing Glenbuck Loch according to Peter Davis and heading towards Muirkirk rather than Lanark: KPJ on A70 there used to ba notice "heed your speed" near this point and his only journey on this line was behind CR No. 123 see also front cover of No. 7 in Volume 21), No. 14509 Lord Glenarthur at St. Enoch Station, Glasgow, GSWR 119 class Wee Bogie No. 14120 leaving Ayr with stopping train,

Readers' Forum. 125.
Gremlinium. Editor
The SECR C Class 0-6-0 at Ashford Works on p755 of 'Good and Faithful Servant' (December) was No.31271.
The 'Silver Princess'. Walter Rothschild
See Vol. 21 p. 780: the origins of the stainless steel rolling stock were in Edward Budd (of Philadelphia) discovering how to spot weld stainless steel during the 1930s. Lightweight vehicles (some of which were fitted with Michelin pneumatic tyres) were developed, notably a three-car train for the Chicago, Burlington & Quincy Railroad. The Deutsche Bundesbahn used the technique in its Silberlinge and the SNFC in its Inoxydable rolling stock.
The 'Silver Princess'. Charles Long
See Vol. 21 p. 780: the Pullman Car Company had intended to order ten stainless steel cars, until Pressed Steel decided against building them at Linwood. Instead Pullman reactivated an order for seven cars from Birmingham Carriage & Wagon which had been intended for the use on the LNER (they had LNER type underframes and bogies), but actually entered service on the Golden Arrow in 1951.
Lost behind the rooftops. Peter Swift
See Vol. 21 page 764: argues that an excellent weekday service is provided by Stagecoach between a point near Nottingham and the approaches to St Pancras. Robert Emblin responded to this letter on page 253..:
Lost behind the rooftops. Roger Brettle
See Vol. 21 page 764: Thomas (Isaac) Birkin of Ruddington Grange requested that a length of city wall be rebuilt in the grounds of his house: he had been a director of the Great Northern Railway since 1894: Robert Emblin responded to this letter on page 253..
The Bombing of Britain's Railways, Amyas Crump
See letter from Richard West in the December 2007 issue (page 782) requesting information 0-6-0PT No.2785, bombed at Newton Abbot on 20 August 1940: according to Peter Gray it was out-shopped on 27 February 1943 and appears to have incorporated parts from other lcomotives, See also further information concerning WW2 damage to GWR locomotives from John Helm on p. 379..
The Railway Journeys of Sherlock Holmes and Pullmans. Charles Long
Questions Nigel Digby's assertion (Vol. 21 p. 719 et seq) that LSWR operated a Pullman car "from Plymouth up to 1889". As discussed in 'Early Pullmans', by Anthony Bower and Long in Bedside Backtrack, the trial LSWR Pullman service introduced in May 1880 ran between Waterloo and Exeter only and appears to have been withdrawn two or three months later. It was pronounced 'a failure' by the Traffic Committee five weeks after it started (NA: RAIL 41l/249) and was publicised only in the June and July 1880 issues of the LSWR public timetable (NA: RAIL 947/18). The vehicle involved was probably Alexandra (II) would have been borrowed from the LBSCR allocation. of cars. Also refers to Peter Tatlow's passing references (Vol. 21 page 732 et seq) to Pullman cars on the Midland Railway seem a little confused. While the bedding in the original Pullman open-pattern sleepers introduced from 1874 onwards could be stowed to provide daytime seating, these vehicles were quite distinct from the contemporaneous purpose-built day ('parlour') cars. The final batch of four US Pullman-built, railway-owned sleeping cars, with a mixed saloon/compartment layout, were not delivered until 1900, just before the first Midland-built all-compartment sleepers entered service. The American cars were rebuilt with all-compartment accommodation in 1904-6 and continued to operate after the Grouping.
The Green Enigma. Sydney Diggles
See caption to illustration on p. 595 of Vol. 21 relating to Philadelphia & Reading Railroad No.344; the grate area was larger than stated, namely 94.5ft², the standard for most Reading express engines from 1906 until the end of steam locomotive construction in 1948. No.344 was completed by the Reading shops in 1906 (not 1905) as Class P5a with two slide-valve cylinders and Stephenson link motion. In 1912 it was rebuilt in the form shown in the photograph and reclassified P5sc to take part in a series of in-service trials of the triple cylinder concept initiated by the P&R in 1909. The rebuilding of No.344 with three cylinders and inside Joy gear had been preceded by the construction between 1909 and 191I of three other locomotives similar in cylinder arrangement and valve gears but varying in boiler pressure, cylinder dimensions, coupled wheel diameter: two 4-4-2s (Nos.300 and 303) and one 4-6-0 (No.675). All four were successful performers in terms of speed and h auling power but did not display sufficient improvement over two-cylinder designs to justify the higher initial and maintenance costs of the inside cylinder and valve gear. Consequently, they were rebuilt to the two-cylinder configuration in 1916-1917. No.344, the last to be reconstructed, remained in service until 1947.
Around Woodford Halse. Martin Bloxsom
See colour photo-feature on page 710 (Vol. 21):last freight on the London Extension was an empty oil tanker train which left Leicester Abbey Lane sidings on 11 June 1965 hauled by 9F 92032.

Book Reviews. 126
Steam railways explained – steam, oil amd locomotion. Stan Yorke. Countryside Books. DWM ***
includes "some excellent diagrams"
The lost railways of Wiltshire. Justin Bailey. Countryside Books. ME ****
"worthwhile addition to the bookshelf"
Archibald Sturrock: pioneer locomotive engineer. Tony Vernon. Tempus. CPA *****
"very competent and well illustrated biography"

Line clear at Fordoun. David Idle. Rear cover
V2 No. 60919 on 13.30 Aberdeen to Glasgow on 10 April 1963.

Number 3 (March)

North Eastern Railway Q6 0-8-0 No.63395 crosses the Monkwearmouth Bridge over the River Wear with a coal train from Hylton Colliery to Sunderland South Dock on 29th August 1967. Brian Stephenson. front cover

Black diamonds – and the flowers that bloom in the springs. Michael Blakemore. 131.
Editorial delve into Transport Age, the British Transport Commission's "current affairs magazine": in this case an issue published in 1957. The main feature was on coal when 32 million tons (no tonnes then) were consumed in domestic grates. Flowers were conveyed by rail in vast quantities from Devon and Cornwall to up-country destinations. The vehicles for this traffic were fitted with continuous brakes, unlike the caol wagons which lacked them at that time all there was a grand plan...

At [Cardiff] Canton Shed. 132-3.
Colour photo-feature of former GWR locomotive mpd: Castle class No. 5073 Blenheim in September 1962 (A.A. Jarvis); Britannia 70028 Royal Star being prepared on 20 September 1959 (alongside 9F No. 92210) (Alan Tyson); panoramic view on 12 November 1961 which includes 5036 Lyonshall Castle; 6024 King Edward I, 6918 Sandon Hall and 5099 Compton Castle (Hugh Ballantyne); Jubilee No. 45699 Galatea (A.A. Jarvis); and ex-works fully lined green 56XX No. 5618 on 12 November 1961 (Hugh Ballantyne). Wayne Owen (p. 253) demolishes Confucian-style nonsense by caption writer.

Wells, Jeffrey. The railway to Clitheroe. 134-40.
The Blackburn, Clitheroe & North West Junction Railway was incorporated on 27 July 1846: this was intended to traverse the Ribble valley to reach the [Little] North Western Railway at Long Preston. Part 2: Chatburn to Hellifield see page 518 et seq

Joyce, Paul. The birth of Sonning Cutting. 141-7.
Sonning cutting is located to the east of Reading on the original Great Western mainline: it was originally conceived as a tunnel, but a cutting was substituted. Charles Russell was the Reading MP who assisted with the passage of the Bill for the great Western Railway: this received the Royal Assent on 31 August 1835. The excavation of the cutting led to the usual injury and loss of life, some of which is retold in excrutiating detail. The presence of the Royal Berkshire Hospital either assisted in curing or prolonging the lives of some of the wounded. The initial contactor Ranger and Oldham failed and appear to have been replaced by Madigan & Ely. The site engineer was named Hammond. Brunel comes into the picture through the lack of progress and in the construction of timber bridges to convey roads over the cutting. There was a serious slip on Christmas Eve 1841 and what is described as a goods train (but one which also conveyed passengers) ran into it: this led to screams, etc and business for the Royal Berkshire Hospital. The locomotive Hecla was driven by Thomas Reynolds. Brunel gave evidence to the Inquest, but the Railway was censured for prevailing to provide sufficient policemen to detect falls in the cutting. The article is well-illustrated but sadly lacks Maurice Earley pictures from the Great Western period. Illus. colour: sparkling 7011 Banbury Castle on down express in June 1962 (Malcolm Thompson); timber bridge (J.C. Bourne lithograph); HST 43 022 on up working in original dignified livery and daffodils on bank (Paul Joyce). Black & white: steam railcar (railmotor) heading towards Reading; 5996 Mytton Hall on down parcels train in BR period (Maurice Earley); 5019 Treago Castle on express diverted onto up slow line (Cecil J. Bray); 6825 Llanfair Grange on up Class C freight in 1950  (Maurice Earley); 6012 King Edward VI on down Cornish Riviera (Maurice Earley); 7005 Sir Edward Elgar on up Cathedrals Express, and 1004 Western Crusader on up express (last two Cecil J. Bray). See also letter from Vivian Orchard on page 253: picture at top of p 147 writer did not considerthat train "had just passed the gas holders at Reading" as those were on the down side of the line shielded by the trees on left. The signals appear to be the Sonning up main and up relief starters. The edifice behind the train is more likely the electricity power station. Paul Joyce (letter page 379) agreed that this was so. See also letter from Michael R. Bailey on page 317 who notes how William, and his son Rowland, gained the confidence of Brunel as contractors..

Thrower, David. Southern gone West: the North Cornwall line. Part Two. 148-55.
The North Cornwall line was well-equipped with passing loops (far better than the impoverished South Western mainline between Salisbury and Exeter), but there were very few train services and even the Atlantic Coast Express was slow, but got to Padstow in time for dinner. The overnight service from Waterloo (01.30 or thereabouts) departure is also mentioned: this was a wonderful newspaper train which also carried passengers. A considerable amount of attention is paid to the decliine of the line under the dead hand of the Western Region. Motive power declined from the T9s and West Country Pacifics, to the Muaunsell Moguls, to residual standard locomotives to single car diesel railcars (it was only spared the Pacers). The illustrations portray this sad progress: 34036 Westward Ho! on the turntable at Padstow (colour: B.J. Swain) see letter from Editor (page 252) which corrects the caption (which was too poetic); 21C114 Budleigh Salterton still in glorious malachite approaching Wadebridge on 09.52 Padstow to Waterloo on 8 July 1949 (b&w: H.C. Casserley); Padstow to Exeter railcar at Port Isaac Road on 1 July 1966 (colour: J.S. Gilks); T9 No. 723 (still in SR black livery) on Wadebridge shed on 4 October 1949 (b&w T.J. Edgington); barely visible T9 hauled 15.13 Padstow to Exeter crossing N class No. 31833 on freight at Camelford on 15 August 1960; 2-6-4T No. 80036 at Padstow waiting to depart on 15.10 to Exeter on 8 July 1964 (also at Otterham) (T.J. Edgington); Padstow station exterior on 30 June 1965 (R.M. Casserley); Padstow to Exeter railcar pauses at Launceston station on 30 June 1966 (also at Egloskerry and at Tresmeer working in opposite direction on same day) (colour: J.S. Gilks: Egloskerry in b&w);  N class No. 31846 at Halwill Junction with Padstow to Exeter service on 8 July 1964 (T.J. Edgington). See also letter from Peter Tatlow (p. 252) conncerning weights of rebuilt versus original light Pacifics. Letter from Roger Merry-Price page 317 on steam remaining on North Cornwall and Bude lines until January 1965.. .

Labour stronghold in the North East. 156-9.
Colour photo-feature: J27 No. 65878 at New York ungated crossing between Backworth and Percy Main on 27 August 1964; J27 Nos. 65812 and 65809 pass each other on same day with little boxes all made of ticky tacky in background; Q6 No. 63406 passing through Gateshead with a coal train on 31 August 1964 (note colour light signals on cantilevered gantries); Q7 No. 63464 ex-works at Darlington in May 1957 (I. Davidson); J27 No. 65825 and Q6 No. 63386 on shed at North Blyth, blue of North Sea behind on 20 August 1965; J27 No. 65882 on coal train from Hylton Colliery to Sunderland South near Monkwearmouth on 29 August 1967 (Brian Stephenson); J27 No. 65894 with two brake vans runs through Monkwearmouth station en route to Hylton Colliery on same day as previous (Brian Stephenson); Q6 No. 63395 propelling wagons over the hump at Ferryhill on 29 October 1962 (see also letter from Colin Ryder page 317 who notes how far wagons were propelled); J27 65814 on Percy Main shed on 5 April 1964; J27 65796 in North Blyth sidings on 20 August 1965 (David Idle: all photographs by Idle unless noted otherwise)

On the North Wales Coast. 160-3.
Colour photo-feature: rust-encrusted Jubilee 45604 Ceylon enters Colwyn Bay on Manchester to Llandudno express on 21 July 1964; rebuilt Patriot No. 45530 Sir Frank Ree passing under pseudo medieval bridge at Conway on 22 July 1964 (Alan Tyson); G2a 0-8-0 No. 49314 on long down freight at Rhosneigr on Anglesey in July 1960 (Alan Chandler); Class 4 4-6-0 No. 75012 on evening Chester to Llandudno express near Rhyl in May 1962 (David A. Hill); LYR 0-6-0 No. 52119 on Rhyl shed in August 1958 (I. Davidson); Class 5 No. 45237 passing Conway Castle with excursion to Llandudno on 22 July 1964 (Alan Tyson) see Editorial letter 1 on page 252: train had passed Llandudno Junction and was enroute to Pennychain from Warrington; Class 5 No. 44800 calls at Llandudno Junction with a Chester to Llandudno local on 18 March 1962 (Alan Tyson); class 5 No. 45349 passing over sandy tracks near Deganwy with Sunday 16.05 Llandudno to Birmingham on 31 March 1963 (Gavin Morrison); Caprotti Class No. 44738 approaching Llandudno Junction with excursion in August 1961 (R. Biddick); Jubilee 45592 Indore departing Llandudno Junction towards Chester on 22 June 1963 (Gavin Morrison).

Hennessey, R.A.S. Dudley Docker: wheels and deals. 164-70.
Birmingham business man who founded his financial empire upon the Docker Brothers' Paint and Varnish company (Rly Mag., 1903, 3, 548) and moved on to engineer the corporate structure of the rolling stock supply industry via the combine Metropolitan Amalgamated Carriage & Wagon Co. (MACW). Further integration occurred with the formation of Metropolitan-Vickers and the Associated Electrical Industries in 1929. The relationship of the British heavy electrical industry was assisted by his holding key directorships on the Boards of potential customers, notably the Southern Railway (having arrived via the LBSCR) and the Metropolitan Railway. Hennessey makes it very clear that the Docker empire was more JL than Tesco as he believed in co-ownership and the Whitley Council system for orderly negotiation. He considered that orderly production was a supreme industrial virtue. MACW displayed a cxonsiderable amount of verical integration as it incorporated the Patent Shaft & Axlebox Co. as well as the original paint business. In 1907 the combine employed 14,000, but gradually the rolling stock buisiness was concentrated at Saltley. For a time it specialized in the supply of steam railcars (railmotors). In the early days some short cuts were taken, notably in the supply of rolling stock to the Metropolitan District Railway and Piers Connor's Clerestories on the District in Rlys South East, 1, 94-101. is cited. Nevertheless, the same workforce produced the magnifcent Pullman cars for the Southern Belle (inevitably Docker was on the Board of the Pullman Co. Letter from Author page 253 which notes the centenary of the Midland Railway electrification between Lancaster and Morecambe/Heysham....

Wells, Jeffrey. Radcliffe's stations and structures. 171-3.
The East Lancashire Railway line from Clifton Junction to Rawtenstall and Accrington was the first to serve the area with a station at Radcliffe Bridge which opended on 28 September 1846. The LYR Act of July 1872 empowered a New Line between Manchester and Bury via Cheetham Hill, Whitefield and Prestwich with a station at Radcliffe New. Further lines followed in 1879 which enabled Bolton to be reached via Bradley Fold Junction. The New Line was electrified at 1200V dc, but now forms part of Manchester's light rail network.

Rutherford, Michael. 'Export or Die!' British diesel-electric manufacturers and modernisation. Part Three: Austerity and after. (Railway Reflections No.140). 174-83.
Previous Part see page 100. A slightly disappointing excursion into Post-War Britain with its shortages of finance, bread, coal and ideas at the Railway Executive where Riddles and his cohorts stone-walled against any consideration of modern motive power and played with their 1 to 1 gauge steam toys. A shortage of coal forced an ill-considered programme of convertion to oil-firing: Rutherford notes that maritime activities switched from coal either to oil firing or to diesel engines very rapidly. Meanwhile the British locomotive manufacturers attempted to develop export markets for diesel electric locomotives. Rutherford is especially damning of the failure by British Railways to exploit the Ivatt 10000 and 10001 as a showcase for British industry, as was happening in War-devastated Germany was manufacturing and exporting deisel hydraulic and diesel hydro-mechanical locomotives. These types were adopted by the North British Locomotive Company (NBL), but this not arrest this Company's decline. The Birmingham Railway Carriage, Wagon & Finance Co. (BRCW) was eager to develop an export market for diesel electric locomotives and sachieved this by using Sulzer diesel engines supplied by Armstrong-Vickers and Metropolitan-Vickers electrical equipment. Locomotives were supplied to the CIE (Coras Iompair Eireann), to the Commonwealth Railway of Australia. to Siera Leone and to Ghana. Brush developed diesel electric shunters using Petter diesel engines and these were supplied to the LNER and GWR. Its first major export order was to Ceylon: these were of the A1A-A1A type using Mirrlees V12 engines. Metropolitan-Vickers made tthe mistake of adopting Crossley two-stroke diesel engines. These were supplied as 2Do2 to the Western Australian Government Railways, to the CIE (in two types) and to the Co-Bos of British Railways.  Illus.: (colour): Brush Type 30 D5506 in original livery at Beccles with up train from Yarmouth Southtown formed of Gresley carriages in carmine and cream livery in July 1958 (E. Alger); English Electric type 4 D372 in Lune Gorge on 10.05 Glasgow to Birmingham in November 1962 when snow fell early (R. Herbert); two Crossley Co-Bo D5718 and D5716 crossing Greenodd viaduct with 19.10 Lakeside to Barrow formed of non-corridor stock (R. Herbert); Clayton D8580 passing Throsk signalbox with Alloa swing bridge in background with freight in May 1963 (B. Magilton); DP2 climbing Camden Bank with 19.20 to Inverness in June 1962 (J.G. Dewing); Brush Falcon D0290 in original livery at Stratford in 1961 (A.E. Doyle). Final Part see page 238: see also letter from L.A. Summers on page 317.. 

Mullay, A.J. Churchill's British Railways. 184-6.
The Conservative Party's 1953 Transport Bill Balkanized the previous attempt to integrate transport in Britain by removing road transport from the public sector and by attempting to introduce competition between "Areas" (alias Regions) on the railways. This Blitz was perpetrated by the aged Winston Churchill with the assistance of Alan Lennox-Boyd, his right wing Minister of Transport. Notes the independence of the Western Region, and the competitive spirit of the Eastern Region wth its Pullman Master Cutler service between King's Cross and Sheffield. Quotes the delightful Evelyn Waugh aphorism: "Law is merely the formulation of the whims of the party in power". Cites Bonavia's British Rail: the first twenty five years and Sir John Elliot's On and off the rails whilst noting that Lennox-Boyd and Elliot were friends. Illus.: Jubilee No. 45608 Gibraltar passing Radlett station on up express from Leeds and Bradford on 23 February 1952; A3 No. 60112 St. Simon at Ganwick (before quadrupling) on up express from Leeds on 8 September 1951; 46157 The Royal Artilleryman near Tring on up express from Wolverhampton on 22 September 1951 (all Eric Bruton); Castle No. 5070 Sir Daniel Gooch departing Paddington for Wolverhampton....

Tattoo artistry in York. 187.
Colour feature based on publicity material held in the David V. Beeken Collection: an LNER handbill advertising an excursion from the Newcastle area to York for the Northern Command military tattoo on Wednesday 13 July 1932.

Readers' Forum. 188-9.
The Standard Class 4 tanks. Nigel Thomson.
See caption on page 746 (Volume 21): photograph of No.80089 emerging from Heathfield Tunnel: inscription over the smokebox door. Michael Welch's Southern Branch Lines (2006) page 20 shows another picture of No.80089 similarly adorned with an explanation that in the last few days of steam working in Eastbourne area, some locomotives carried the driver's name chalked on the front.
Good and faithful servant. Colin Underwood
Rutherford (Vol.21 page 752 et seq) claimed that Stratford-upon-Avon-Midland Junction Railway No.7 (ex-LBSCR No.428) was not renumbered by the LMSR: this engine was painted No. 2303, in the first LMS goods engine livery with 'LMS' on the cab panel and '2303' on the tender. W Leslie Good photographed this engine in 1924, by which time it had acquired a Midland chimney in place of the original copper-capped Brighton type. The picture is reproduced in LMS in the West Midlands (OPC). This was the only locomotive purchased by the SMJR. All the others came from the East and West Junction Railway following the reorganisation of 1908 which created the SMJR; the 0-6-0s were all built by Beyer Peacock. H.C. Casserley photographed 2303's tender at Derby on 5 June 1926, apparently untouched since withdrawal in 1924. In December 1926 Casserley photographed old No.4, now LMS No.2302, built 1885 (Works No.2626) moving several tenders near the works. In 1927 it was renumbered 2397 to clear the number sequence for new Fowler 2-6-4Ts, before being withdrawn in 1929. The last of the E&W/SMJ locomotives went in 1930. This was No.12 of 1900 (Works No.4126), later LMS 2306 but changed in 1927 to 2399.
A wasted opportunity (and Sherlock Holmes). Peter Tatlow
See feature page 41: Surrey County Council, as the highway authority, contended that the line's closure would result in the early implementation of two road improvement schemes at an estimated cost of £850,000. Writer resided in the locality for over 30 years and the only such scheme on the A281 put in hand was the bridge replacement and associated junction improvement at Stone Bridge between Shalford and Bramley, but this was forced by the washing away of the road bridge over the Cranleigh leg of the River Wey during floods of 15/16 September 1968. Other considerations included a reduction in platforms to be resignalled at Guildford from eight to seven, but this economy was short lived, and Platform 8 had to be reinstated to cope with traffic. Further, at the time one of the few places in Surrey to expand was Cranleigh. The former station premises became a shopping centre, yet BR seems to have been blind to the potential increase in custom. The consequence was that the commuter traffic from Cranleigh to Guildford grew out of all recognition, yet Bramley still has no bypass. Maintaining a passenger train service south of Cranleigh may be questionable, but an electrified branch into Guildford (and its reinstatement has been proposed) would have paid dividends hands down in terms of social convenience and environment benefit, but Surrey is not in Scotland.
A wasted opportunity (and Sherlock Holmes). Stephen Spark.
See feature page 41: The "wasted opportunity" was the failure to anticipate the growth of Cranleigh as a commuter town when the line was being run down and closed. It should have been possible to use the 29-minute layover of Cobham trains at Guildford by extending them down an electrified H&GD as far as Cranleigh. More than 40 years on, proposals for reopening still appear periodically, but Surrey County Council's unimaginative, global warming transport policy makes this highly unlikely. Nigel Digby's investigation into 'The Railway Journeys of Sherlock Holmes' (Vol. 21 p. 719 et seq) recall that The Speckled Band is set near Leatherhead at Stoke D'Abernon on what was to become the Guildford New Line and adds that the train services mwntioned by Conan Doyle were highly fictitious.
GWR railcars. Raymond Harris.
See front cover of the January issue: the railcar was not entering Ledbury on a service from Gloucester, but was entering the station from the other end (where it will have been stabled in the siding) in readiness for a train to Gloucester and the token is being headed to the driver.
Flowers and the City. John Pearse.
See feature which started on page 14: writer notes one class 1 howler, namely that City of Truro (as No. 3717) was withdrawn from Radyr, and gives the correct origin for the Empire names: i.e. places visited by a Royal cruise of 1901 on the chartered liner Ophir
'Please shew all tickets'. Keith Chester.
See article by Geoffrey Skelsey on page 19 et seq. Edmonson card tickets were widely used in Slovakia at secondary stations and on branch lines until about 2003 or 2004, and in September 2007 some stations on the Ljubljana-Nove  to Mesto-Metlika cross-country line in Slovenia were still issuing Edmondsons denominated in Euros!
'Please shew all tickets'. P. Justin McCarthy.
See article by Geoffrey Skelsey on page 19 et seq. The John Rylands Manchester University Library holds a collection of Edmondson material amounting to some 50 items including patents and specimen tickets from both the Milton and Mills Hill periods.
The North Cornwall line. Roger Whitehouse.
See photograph on page 6 This was not the 12.45 Padstow to Waterloo as in down platform. Feature in Volume.6 page 284 (on page 285) includes a photograph of this train that day arriving at Wadebridge, hauled by No. 30711 with two-set No.200 leading. In Volume 7 page 284 the photographer (Michael Mensing) reported that No. 30711 detached this set, so the latest picture is of the detached portion. Unlike the extra set, a change of engines on the 12.45 to a Maunsell Mogul was normal working. Mensing recorded U Class No. 3l809 rather than the usual N.
The North Cornwall line. Jonathan Edwards.
See David Thrower article on page 4 et seq. See photograph on page 6 depicting the "12.45 Padstow to Waterloo service": the two-coach set is standing in Platform 1, from which the signalling only permitted departures in the Padstow (down) direction. Only Platform 3, which formed the other face of the island platform shared with Platform 2, was signalled for bi-directional running.) The locomotive is clearly either coupling up to, or uncoupling from, the two-coach set as part of a shunting movement. Judging by the way the shadows are falling (from approximately a south westerly direction), it is early afternoon. My guess is that the locomotive has just uncoupled, having deposited the set in Platform 1 ready to form the 13.15 Wadebridge-Padstow. The article in Vo!ume 11 page 348 'Traffic at Wadebridge' identifies the 13.15 Wadebridge-Padstow service (one year later, 1960) as Duty 598, formed by Wadebridge No.2 Carriage Duty. Regarding the photograph of Tower Hill on p8, the story at the time was that an over-zealous demolition contractor had misunderstood his instructions. The intention was that only the minor buildings were to be demolished, whilst the main station building was to be retained for sale as a private residence, as actually happened with most of the other North Cornwall station buildings.
The early railway photographs of Eric Treacy. M.R. Scott. 189. 
See article on page 38 and photographs therein. According to writer's notes No.6202 left Crewe Works on Tuesday 1 August 1939 and took up the running-in turn the next day. No.6202 took over the 08.28 Stoke to Liverpool, which had arrived in Platform 2 South behind a Stoke tank engine. It left Liverpool at noon but this train had portions for Birmingham, Plymouth, Swansea and Aberystwyth. Likewise the 12 noon train from Manchester had portions for Birmingham, Kingswear, Cardiff, Swansea and Aberystwyth. The two trains merged at Crewe but No.6202 and the Aberystwyth coach were detached and the locomotive worked the 13.15 to Aberystwyth as far as Whitchurch. Since it could not turn at Whitchurch No.6202 would run light to Shrewsbury where it would turn on the Abbey Foregate triangle and return to Crewe on the 20.45 from Plymouth where it would detach the Glasgow through coach and proceed to shed. Also notes on Driver Laurie Earl who was well known for his charitable work and for his tendency as a driver for beating the clock.
The early railway photographs of Eric Treacy. David Armstrong.
See article on page 38 and photographs therein. The caption on p. 38, taken between Edge Hill shed and the circular goods lines, states that the church in the background is St. Mary's at which Eric Treacy was vicar, but it is St. Mary's, Wavertree. Treacy's church - St. Mary's, Edge Hill was more than a mile away towards the city centre. The author was therefore incorrect to infer that Edge Hill station, the then Wavertree station, the engine shed and the gridiron marshalling yards were all in Treacy's parish. None of them actually was! A degree of confusion may have arisen since Edge Hill shed was not, strictly speaking, situated in the locality of that name. It was actually some distance further out of the city, in Wavertree. The caption to photograph on p. 40 implies that  the 'Princess Royal' Class locomotive was climbing away from Lime Street, but it was drifting down to Lime Street: the line in question, although the current up fast was then (until the late 1950s or early 1960s) one of the down roads to Lime Street.
On Furness Lines. Sandy Harper.
See page 44: the caption accompanying the photograph of Kent's Bank station asked the question "...as the porter wheels a sizeable barrow away; what can have been loaded there?" Writer's father-in-law Dennis Gallagher was the relief booking clerk in the Barrow area from after the war until the late 1960s and he furnished the answer. Immediately adjacent to the station was a large holiday facility for the elderly. They, of course, took full advantage of the Passenger's Luggage in Advance scheme then in operation.
The Lickey Forum. R.A.S. Hennessey.
The Stephenson Locomotive Society, Midlands Area, is sponsoring a meeting: 'Working the Lickey' to take place at Kidderminster Railway Museum.at 14.00 on Saturday 12 April. Three footplatemen have agreed to talk about managing steam and diesel traction up (and equally hazardously, down) the famed main line incline.

Book reviews. 189
The Ulster Transport Authority in Colour. Derek Young. Colourpoint. DWM *****
Book is "an absolute revelation". Locations take one from Londonderry to Larne, from Portrush to Portadown, and services pictured include boat trains, cup final excursions, Enterprise expresses, 'spoil' trains supplying motorway construction in Belfast up to 1970, the last main line steam operation in the British Isles and Orange Lodge specials complete with full brake or vans at the end of the train for 'drums and regalia'. The photographs are a quite outstanding selection and are supported throughout by captions which are constructed with authority and humour and in many cases include the personal side of the railway. This is a pictorial album of rare quality.
The North Eastern Railway's two palaces of business. Bill Fawcett. Friends of the National Railway Museum. MB *****
Superb book which records the offices constructed in York and London by the North Eastern Railway. The architect of the York building was Horace Field, who worked with the NER's architect William Bell. Published in association with GNER (the only railway franchise which acted like one, unlike the mean bus companies which now dominate the scene). The review is superbly written.

Auto trains in Devon. Paul Strong. rear cover
14XX No. 1450 at Tiverton on Tiverton Junction shuttle; another push & pull unit on Exe Valley service. Now all replaced by Tiverton Parkway for Last Great Western bus service to Plymouth.

Number 4 (April)

London Transport, ex-Metropolitan Railway, Class E 0-4-4T No. 144 runs round its train at Stanmore in October 1961. Colour-Rail. Front cover
See also colour photo-feature on p. 232 et seq

Listed redundant viaducts – the problem of retention. Gordon Biddle.
Guest Editorial: the Northern Viaduct Trust cares for Smardale Gill Viaducts, near Kirkby Stephen in Cumbria.

Cross-country to Weymouth. Michael Mensing (phot.). 196-8.
Colour photo-feature; Class 116 DMU at Yeovil Pen Pill on 08.03 Cardiff Central to Weymouth on 28 October 1988; 37 480 Cwmbran approaching Evershot Tunnel with 08.07 from Cardiff on 7 September 1989; Class 108 at Bath Spa on 10.28 Bristol Temple Meads to Weymouth on 8 October 1990; six-car DMU formed of Class 118 and Class 101 at Weymouth forming 18.05 to Westbury on 28 August 1982; 45 055 Royal Corps of Transport entering Yeovil Pen Mill with 09.58 Weymouth to Cardiff on 28 August 1982; 37 350 (dark green) north of Trowbridge on 16.54 Bristol to Weymouth on 30 May 1989; Class 117 in GWR150 livery at Clink Road Junction on 17.06 Weymouth to Bristol on 30 May 1985; and Class 118 in yellow telephone privatisation livery at Blatchbridge Junction, Frome, on 19.30 Westbury to Weymouth on 15 May 1986.:

Ludham, A.J. The East Lincolnshire Railway 199-206.
Grimsby to Boston via Louth: notes on agricultural traffic. Stated that GNR developed potato traffic with trains to London, Liverpool, Hull and to Souithampton for export. Much of the traffic was lost to road during 1930s. In the 1920s a traffic in sugar beet developed. Fish from Grimsby was important: the LNER diverted traffic to London off Great Central as the distance was shorter and the route was less congested.

A Pacific tank trio. 207
Colour photo-feature: A5/2 No. 69808 at Boston on 24 June 1958 (R.C. Riley); A8 No. 69860 at Whitby West Cliff on November 1957 (I. Davidson); A6 No. 69791 at Starbeck shed, Harrogate in June 1950? (T.B. Owen).:

Coombs, L.F.E. Stop her, back her and keep clear. 208-09.
Signalling from the standpoint of the engine driver. Notes the problem of where colour light signalling (especially the use of the 'double yellow') could fail to indicate to the driver that points had been set for a diverging route (cites Bourne End accident of 1945); the problems of smoke deflection especially on locomotives fitted with double chimneys (cites Royal Scot and A3 classes, and in the case of the latter the German-style deflector plates); the problem of left hand drive locomotives on right hand drive lines (Britannia involved in Milton accident); and the failure top "read" the correct set of signals (Norton Fitzwarren accident of 1940)..

Hill, Keith. The Lyme Regis Branch. 212-19.
Early endeavours to bring a railway to Lyme Regis were assocaited with grandios plans to link the port with the Britol Channel to obviate the hazards associated with rounding Land's End. There is considerable discussion on the freight which might be transhipped: wine, fish and coal. Advocates of the joys of the resort included Jane Austen and Cecil Day-Lewis. A light railway was eventually constructed and this opened on (see Backtrack, 4, 172) on 24 August 1903. Cannington Viaduct, an early exercise in concrete, caused problems with stability. The problems with motive power are discussed at length: the Adams' 4-4-2Ts were the most successful and out-classsed the O2 0-4-4Ts, Terrier 0-6-0Ts and D1 class 0-4-2Ts: only the Ivatt 2-6-2Ts were able to replace them (a trial with 14XX 0-4-2Ts was a total failure). The train services were often tedious: through carriages were often treated with contempt being left to moulder at Axminster and then added to slow trains to Salisbury. The author claims to present a more objective account which ends by noting that the excellent bus service now provided to connect the centre of the town with the train service at Axminster is far better than anything achieved by the very late (in historical terms) and poorly constructed branch line. Illus.: 0415 4-4-2T No. 3125 waits to leave Axninster (probably not in "malachite" as stated in caption) (R.S. Clark); Nos. 30583 and 30584 on climb to Combpyne station in June 1960 (colour: Peter W. Gray); 30853 at Axminster in 1960 (colour: J.C.W. Halliday); 3520 at Axminster in late 1930s ; Kathleen Casserley alongside D1 No. B359 at Axminster on 4 May 1930 (H.C. Casserley); Cannington Viaduct c1910; 30583 near Combpyne on 2 October 1958 (D.M.C. Hepburne-Scott); Combpyne station on 7 July 1959 (with Casserley automobile); 30584 at Lyme Regis on 16 April 1960 (D.M.C. Hepburne-Scott); 3520 in Combpyne Woods on 31 August 1945 (H.C. Casserley); 30584 outside engine shed at Lyme Regis on 28 July 1957 (D.M.C. Hepburne-Scott); 41322 (wear on pony truck wheels is interesting) with 18.47 departure from Axminster on 7 July 1962 (H.C. Casserley)..

Mullay, A.J. Letter from the Somme: the Railway Executive Committee and the Military in World War I. 220-3.
The Railway Executive Committee, chaired by Sir Frank Ree of the LNWR (later by Herbert Walker) was composed of representatives from the following railways: Caledonian, Great Central, Great Northern, Great Western, Lancashire & Yorkshire (LYR), LNWR, LSWR, Midland, North Eastern and SECR. Later the LBSCR and Great Eastern (the latter greatly involved in the War effort were added. The North British was not represented. The Committee actually visited the Somme battlefield where Field Marshal Sir Douglas Haig sought to increase the involement of the home railways to assist with movement of troops within France throgh the supply of locomotives, rolling stock and permament way. This last was achieved by closing less well used lines.The Admiralty was more buccaneer in its approach with the Royal Navy requisitioning and directing ships without any consideration of other calls for vessels, as in the movement of troops and supplies. The Great Eastern suffered badly at the hands of the Admiralty. It is noted that there was an initial failure to recognise that the canal network (then partly owned by the railways) could be exploited more fully. The short feature ends by noting a specific letter of thanks from Haig to the SECR for its vast assistance in the movement of troops and supplies. Mullay acknowledges his debt to Edwin Pratt's British Railways and the Great War (1921: not available in Norwich village library). Illus: Earl Haig statue; NER T1 class 0-8-0 No. 648 as ROD No. 5648 on Continent; MR Kirtley 700 class 0-6-0 as ROD No. 2717; LBSCR E4 class 0-6-2T as ROD No. 562; LNWR notice of passenger station closures; Robinson 2-8-0 No. 1990 built North British Locomotive Company: comment in caption led to letter from Nick Ridge on p. 317 who states that bullhead rail was used in France. Illustration of ROD 2717 led to a highly informative letter from Niall Fergusonon p. 379 concerning the capture of this locomotive by the Germans during the British advance upon Cambrai in October 1917. Also comments upon the caption to illustration of No. 562 and the description of its livery as "dull khaki"

Through the Chilterns. 224-6.
Colour photo-feature: 6015 King Richard III on 17.10 Paddington to Wolverhampton passing High Wycombe in May 1962 (J.P. Mullett); No. 1455 in down bay platform at Princes Risborough having arrived with auto train from High Wycombe in September 1961 (Celyn Leigh-Jones); 5968 Cory Hall on down express approaching Beaconsfield in August 1962 (Paul Riley); 46113 The Green Howards on up Cup Final football special from Leicester Central to Wembley Hall passing Denham Golf Club on 6 May 1961 (Trevor Rowe); 6117 on 18.17 Maidenhead to Aylesbury at Saunderton in June 1962 (J.M. Cramp): 7008 Swansea Castle at Gerrards Cross with 16.15 Paddington to Banbury in May 1964 (Celyn Leigh-Jones); 1455 plus auto trailer Wren at Ludgershall with 14.35 Princes Risborough to Banbury on 23 April 1962 (J.S. Gilks); 5993 Kirby Hall at Princes Risborough on up express in August 1962 (Paul Riley). See also letter from Gerald Goodall (page 317) who comments on several of the pictures/captions and commends Chiltern Railways..

Best, Eric. A.lifetime'sloathing of all things Bulleid (as recorded by Paul Joyce). 227-31.
Writer as a child was able to witness in early 1941 in Winchester 21C1 lose its valve gear lubricant from its oil bath. Later as a locomotive fitter he was able to appreciate the joys of entering the oil bath to perform various repairs. Unlike KPJ he considered the locomotives to be "ugly".

London Transport steam. 232-5.
Colour photo-feature: Kerr Stuart H class 4-4-4T No. 109 at Aylesbury in 1938; Peckett 0-6-0ST No. L53 at Neasden in April 1957 (L.V. Reason); K class 2-6-4T No. 114 (with former ownership removed but still in red livery) at Amersham in 1938;.E class 0-4-4T No. L48 at Neasden on 28 February 1959 (R.C. Riley); District Railway 0-6-0T L30 (Hunslet 1675/1931) at Lillie Bridge in June 1962 (Alan Chandler);  F class 0-6-2T L49 (Yorkshire Engine Co.) at Neasden on 1 June 1957 (R.C. Riley); 57XX L90 at Croxley Tip in April 1957 (L.V. Reason); F class L52 shunting preserved Beyer Peacock 4-4-0T No. 23 in February 1961 (A.C. Sterndale); L31 (Hunslet 1674/1931) at Lillie Bridge (A.C. Sterndale); and 57XX L97 shunting at Acton in December 1962 (A.C. Sterndale). See also front cover: Editorial slips in captions see letter on page 317 (Peckett 0-6-0ST was that rather than 0-4-0ST as stated in caption and that L52 and L49 rather than L48 which were fitted with Westinghouse brake. Another letter from Michael J. Smith (page 317) also criticises caption to L48 for implying that electrification to Uxbridge in 1905 brought the changeover point from electric to steam locomotives to other services at Harrow-on-the-Hill: this did not occur until 21 June 1908.

Crosse, J. The Scientific Research Department of the LMS. 236-7.
Based on a brochure (Ottley 3955 which suggests publication date of 1947) produced in the immediate Post-War period which described the laboratories and some of the scientific achievements of the purpose-built Research Laboratories built in London Road Derby and opened by Lord Rutherford of Nelson on 10 December 1935. The involvement of Sir Harold Hartley and T.M. Herbert are noted. A fuller account of the work at these laboratories appeared in LMS Journal (17), 37-56.. Illus. taken from brochure: frontage of lasboratory, cover, andmontage of interior..

Rutherford, Michael. 'Export or Die!' British diesel-electric manufacturers and modernisation. Part Four: The Deluge. (Railway Reflections No. 141). 238-47.
Covers engine manufature by Davey Paxman & Co. at Colchester. A six-cylinder VSX engine was fitted to an ex-MR 0-6-0T No. 1831 at Derby in 1931. The Haslam & Newton hydrostatic transmission was unsatisfactory. Greater success was achieved in fitting a six-cylinder 6V25 to LMS No. 7054. Edward Paxman was a great believer in high speed, high power engines. These found an outlet in marine applications, and in landing craft during WW2. Post-war the company was unfortunate in supplying engines to two unsuccessful locomotives: the LMS/NBL Bo-Bo No. 10800 and the Bulleid SR Bo-Bo No. 11001. It also supplied engines for the Fell project. Sulzer Bros. and Saurer were two Swiss suppliers of steam locomotives who were early entrants to diesel locomotives. Between 1906 and 1911 were involved with Dr Diesel and Borsig in a direct drive 4-4-4 in a consortium known as Thermo-Locomotive Co. of Luwigshaven. Sulzer dropped out in 1914 in which year it constructed five 200hp railcars for the Val-de-Travers Railway: these featured electric transmission. In 1926 a Bo-Bo 250bhp locomotive was supplied to Tunisia. Armstrong Whitworth opened a diesel department in 1931 and exploited Sulzer and Saurer diesel engines. A 2-6-2 was developed as a demonstrator and ran on the LNER in 1933. The North West Railway of India received a 1200bhp locomotive, but flashover problems limited its performance. A (2'Co2')(2'Co2') diesel electric was constructed for the PLM in 1937-8. This emploted Sulzer twin-bank engines and produced 4400 bhp. This led to the 1'Co-Co'1 designs used on British Railways: types 44-46. Rutherford then covers the Fell locomotive in greater detail, noting that Fell appeared to acknowledge a great deal of assistance from Derby Works (and KPJ from the BR publicity machine: Frank Jones was amazed at the number of people who stepped down from the cab when the thing arrived at Manchester Central). Extensive drawing office and technical support manpower was expended on the 2,000hp Fell 4-8-4 diesel-mechanical. In Fell's paper to the Institution of Locomotive Engineers in 1952, claimed that not only was the wheel arrangement and layout of the locomotive decided by British Railways engineers but that Derby drawing office and works was responsible for the complete design and manufacture of the machine. Fell stated "The wheel arrangement of 10100 was selected by British Railways as being the most suitable for their purpose, involving the simplest possible arrangement of this transmission". Fell pointed out that the whole of the gearbox was made by British Railways. They designed it, made the original drawings, made all the patterns, cast it, machined it themselves. All they did not do was to cut and grind the gears. This was one of the claims in favour of the system - that the steam locomotive men could make the main item of the transmission instead of having to buy the whole thing out. The whole of the control gear was also made by British Railways. Surprisingly, despite being head of all new locomotive design for Railway Executive, E.S. Cox did not mention it in his retrospective writings. Rutherford tabulates the Pilot Scheme diesel traction and castigates it for the lack of a locomotive in what would become the Type 3 range with a horsepower of about 1600bhp. It is argued that "the ten years or so lost to main line diesel traction was lost learning at all levels and lost practical development time to manufacturers in their fight to win and retain world markets. In the end most of those manufacturers went the same way as had the steam locomotive builders and the nationalised railway organisation must take some responsibility, as should successive Governments to whom nationalisation was little more than a political stance." Amongst failures which could be laid through this lack of policy included the failure to develop either a suitable train heating boiler (probably located in a separate vehicle) or specific electrically heated rolling to operate with diesel electric locomotives. Once again Riddles' failings are emphasised. Illus. Black & white: No.D336, hauling the 09.00 Perth to Euston, passing Low Gill on 18 August 1962. (Gavin Morrison);:No.D266 with a down express freight near Drem on 14 July 1961 (Gavin Morrison)

The Port of Bristol Authority. Paul Strong (phot.). 248-50.
Black & white photo-feature: mainly photographs of the Port's own locomotives: Peckett 0-6-0ST (1877/1934) No. 58 Westbury at the British Oil & Cake Mills at Avonmouth in August 1964; Peckett 0-6-0ST (2036/1943) No. S11 Bristol propelling internal user wagons across level crossing in January 1964; Peckett 0-6-0ST (1937) No. S9 Henbury shunting at exchange sidings (with BR) in 1964; Hudswell Clarke diesel mechanical 0-6-0 No. 33 hauling grain wagons; NBL Type 2 diesel hydraulic No. D6353 entering Avonmouth with freight which included Esso tank wagons; Hudswell Clarke diesel mechanical 0-6-0 No. 23 Merlin shunting; Peckett 0-6-0ST No. S11 Bristol shunting near Elders & Fyffes and Pauls Foods; Peckett 0-6-0ST S12 Clifton out of service. By 1983 the internal railway system at Avonmouth Docks had ceased to exist..

Morning glory at Oxenholme. David Idle (phot.). 251
Colour photo-feature: 30 July 1965: Fairburn class 2-6-4T No. 42210, running bunker-first, leaving Oxenholme with 08.10 Windermere to Manchester Vicroria express; Class 5 No. 44878 passing with northbound express freight; Class 5 No. 44795 with breakdown train approaching from north. :

Readers' Forum. 252
On the North Wales Coast Line. Editor
See illustration of train passing Conway Castle on p 162 described as a "Llandudno excursion" when the train was beyond Llandudno Junction and was a Warrington to Penychain train for the Butlin's holiday camp at Pwllheli: information from Roger Carvell who identified train reporting number ID24.
Special experimental tests – more pieces of the City of Truro puzzle. David Andrews
See article by David Andrews on page 118 et seq: there is another early reference by Charles Rous-Marten to the speed attained by City of Truro in the May 1906 issue of Cassier's Magazine : "The highest speed which I [CRM] have ever personally recorded, or of which I have any authentic knowledge, has been 102.3 miles an hour, attained by an engine with four coupled 6-foot 8-inch wheels on a steeply falling gradient. My second and third highest rates were reached by other engines of the same type, viz., 97.8 and 95.7 miles an hour respectively, while my fourth highest, 93.8 miles an hour, was attained by an engine with six coupled wheels only 6 feet 3 inches in diameter." This slightly predates Rous-Marten's June 1906 article in The Railway Magazine. This is not new information. Louis Cassier, the founder of this New York magazine, was one of the casualties of the LSWR boat train disaster at Salisbury in July 1906. He also postulates that photograph on page 119 may show Driver Clements and the fireman of 9th May 1904: The same photograph is used in City of Truro, A Locomotive Legend, with a caption that the footplate crew are the same in another shot of the locomotive. This latter broadside photograph is almost certainly a publicity picture taken soon after the record run, so it is quite passible it is Clements and his fireman pictured on the footplate.
Steam age survivors. Christopher Tanous.
See guest Editorial by Edward Evans on page 67: notes that some very young men became drivers at the end of steam working, that earlier some men had fired until they were nearly 40, and some former drivers are volunteers at the Swindon 'Steam' museu
Improvements and economies on the LMS Northern Division. Peter Davis
See illustrations in feature page 122 et seq: vehicles in the train in photograph on p 122 are: ex-LNWR Covered Combination Truck to Diagram 444 (WCJS Diagram 108 Fish vans had a low arc roof, eight louvres and were only 25ft long); what looks like an ex-Caledonian Fish Van; probably Caledonian Meat Van, and (fourth/fifth vehicles) ex-WCJS 42ft Brake Vans to Diagram 81. train in photo on p. 123 is more-likely to have been going from Lanark to Muirkirk. At this point, just over a mile and three quarters west of Inches and three furlongs east .of Glenbuck station, the line crossed the south western extremity of Glenbuck Loch on a causeway dividing it in two. The photographer would appear to have been standing at the side .of the road (A70) which skirts the shore of the loch. The train looks to be on a right-hand curve and the light is coming from behind it. This would accord with a time of around 08.30-09.00 which suggests train was 08.23 (or thereabouts) from Lanark due Muirkirk at around 09.08. The engine was allacated to Muirkirk shed during the 1920s.
The North Cornwall Line. Editor
Photograph of No.34036 on turntable at Padstow (p. 148) does not actually show the "blue Atlantic" in background: it is the blue estuary of the River Camel.
The North Cornwall Line. Peter Tatlow
See feature by David beginning page 148 in which was asked why only the unrebuilt 'West Country' locomatives were permitted to run to Padstow, not the rebuilt version. Examination of the axle loads (tabulated from official diagrams) may give us a clue: from these, it can be seen that the modified versions ofthe 'West Country' and 'Merchant Navy' engines were respectively over 4 and 3 tons heavier. It could be that this was due to the weight of the replacement parts, but if so, one might expect the larger class of engine to require the greater increase in weight, but no. This lends support to the suspicion that the original 'West Countries' had always been a little heavier than the Engineer's Department had been lead to believe when it approved their running an the North Cornwall liine.
The Silver Princess. Ross Willson
See Vol. 21 page 780 for short feature on the stainless steel carriage demonstrated by the Pressed Steel Company of Cowley at Oxford on 19 November 1947, and manufactured by Budd Company of Philadelphia from whence it was shipped to London docks on 9 October by the freighter Mawarri. The Times of 20 November reported that it planned to make stainless steel coaches at the company's new works at Linwood, near Glasgow. The Engineer 28 November noted that: ". . . it is intended to use the pratotype coach as a model on which future design can be based. Although the firm will concentrate upon export orders, it is hoped that the home railways will also be interested in the new design." It was also described in considerable detail in Railway Age 18 October, Railway Gazette 21 November, Engineering 19 December, The Locomotive 15 December and Modern Transport. It was built to meet British standards and mounted on LMS bogies, it had accommodatian for eighteen first (in three compartments) and 30 (in a centre aisle open saloon) third class passengers in individual reclining and rotating seats with foot-rests. Illumination was fluorescent and incandescent - the baggage racks above the seats had individual reading lamps underneath. It had combined pressure ventilating and heating equipment supplied by J. Stone & Co. of Deptford. Its dimensions were: 63ft 6ins over headstocks, 8ft 11 ins over the corrugations and 13ft 8½ins overall. With a bogie wheelbase of 9ft, its tare was 29¼ tons, the weight per passenger was 1,360lbs. Doors were provided at each end and in the centre. Bright colours were used on the walls while the floor was a colourful tile. In a letter written in 1977, the late Peter Mallaband advised me that: "It also saw service in Ireland, apparently during 1950-1952. Following its return to mainland Britain it was rebuilt. The corrugated body panelling and centre doors were removed and an extra window provided: it was painted crimson and cream (and subsequently maroon) and received the number M7585M. The three compartments were replaced by a lounge bar named Ulster Lounge." It was used on The Shamrock between Euston and Liverpool Lime Street from 1954 to 1966 - see D. Peel's excellent Locomotive Head-boards: The Complete Story (2006). Mallaband thought that it was withdrawn in 1966.
A Cheshire set. Ted Buckley. 253
See colour photo-feature p. 114 et seq: writer brought up in Altrincham area in 1950s and 1960s: 'second home' was at Skelton Junction, where the LNWR line from Warrington via Lymm met the CLC line from Warrington to Stockport Tiviot Dale, and a branch connection left for Northwich via the MSJAR. In 1964 we moved to a Cheshire village called Dunham Massey on the Lymm line and as our house overlooked the railway, and the signal box at Dunham Massey became my new 'second home', and he was able to observe and document until the end of regular steam working locally in May 1968. His notebooks show that middle photograph p.115 (8F No.48374 passing EE Type 4 No.D345 at Woodley) was taken on 16 March 1968: 48374 passed Dunham Massey at 10.27 heading for Stockport, hauling empty mineral wagons, probably returning to Godley Junction for onward electric haulage into Yorkshire from Garston Docks. Photograph on p.1l6 of 8F No.48319 on Godley Junction turntable on 17 April 1968: this locomotive passed through Dunham Massey heading for Stockport at 14.03 on that day, again hauling empty mineral wagons. Regular steam workings finished less than three weeks later with the closure on 5 May 1968 of Heaton Mersey shed. The only westbound train hauled by an 8F to pass Dunham Massey later that afternoon was the timetabled Rotherwood to Garston, hauled by No.48170. Further information in original letter.
A Cheshire set. K.M. Crook
See colour photo-feature p. 114 et seq: caption to top photograph on p 116: the coal in the train drawn by 8F No.48717 could not have been for Fiddlers Ferry power station as it did not start generating until 1968, and trains for Fiddlers Ferry, and all the new large power stations of similar size, were made up of about thirty wagons each carrying approx. 30 tons of coal: total 1,000 tons. Such trains were hauled by adapted diesel locomotives, fitted with extremely accurate governors which allowed the train to be drawn over the unloading hoppers at a constant rate of 4mph or 5mph; allowing trackside equipment to weigh each wagon as it passed and move the safety catches on the wagon bottom doors to 'Off'; Whilst the wagon was over the unloading hopper selected by the coal plant staff, the doors of the wagons were released and the coal discharged into the unloading hoppers, and on leaving the unloading area the trackside equipment then closed the wagon doors, reset the safety catches and weighed the empty wagons and the train could then return to the colliery to be filled again. The locomotive governor maintained a constant speed throughout the unloading process even though the weight of the train was continually changing.
Cardiff Canton. Wayne Owen
See photo-feature on page 132: neither names Canton nor Cathays have any connection with Chinese immigrants Both are old-established names of districts of Cardiff.
A Midland Centenary. R.A.S. Hennessey
Writer of several articles on early railway electrification (most recently one on Dudley Docker and his relationship with the LBSCR electrification page 164 et seq): on 1 July 1908 the Midland Railway officially opened its pioneering Lancaster-Morecambe-Heysham single-phase ac electrification. It was perceived as an experiment to investigate whether relatively high voltage ac (6.6kV, 25Hz) was feasible for wider use. Some segments commenced electrical working on 13 April and the last stretch, Lancaster Green Ayre to Lancaster Castle, opened on 14 September 1908. Although planned after the LBSCR ac system, it opened before it, becoming the UK's first single-phase ac traction system. After the MR's system became life-expired and replaced by steam, it was re-energised and used by the BTC and BR as a test bed (1953-66) for the main line, industrial frequency ac system (50 Hz) in use today. To be a crucial feasibility study twice in 50 years, as well as giving a good local service for decades, was something of an achievement. One of two articles in the pipeline ('Sparks, the Electrical Consultants') will cover the work of James Dalziel, a Scot who was the Midland's electric traction engineer and whose work lay behind much of the success of the Heysham Electrification .
Sonning Cutting. Vivian Orchard 
See feature beginning page 141: picture at top of p 147 writer did not consider that train "had just passed the gas holders at Reading" as those were on the down side of the line shielded by the trees on left. The signals appear to be the Sonning up main and up relief starters. The edifice behind the train is more likely the electricity power station. Paul Joyce (letter page 379) agreed that this was so.
Lost behind the rooftops. Robert Emblin
Author of two-part article (second part begins p. 110): response to Peter Swift's contribution on wonderful current train service and to supplement Roger Brettle's enlightening comment, whatever Alderman Thomas Birkin's connection with the GNR may have been (though they were not the proprietary railway) and whenever he received his baronetcy, his real relevance to what amounted to looting the city's heritage was the implicit influence that, as an important member of the City Council (and therefore, inter alia, a trustee for the city's heritage), he was able to bring to bear on Charles Hemingway, the engineer in charge of the railway construction: it may say something about Alderman Birkin's value systems that he was content to allow the Saxon pottery kiln ;md pots (which he may have thought would not generate kudos for him within his social circle) to go to the Castle Museum where they properly belonged, and which was also the place where (as he should have insisted) the historic city wall section should have been constructed.
Railways for Posterity . A.J. Mullay
Railway history requires as much precision as we can supply: corrections to writer's 'Railways for Posterity'. In Part 1 the barrister deriding the Festiniog Railway's representative in court actually said "Mr. Cope Morgan, go and play with your trains." On the final page of Part 3 the two references to 'Richard Aickman' should be to Robert Aickman.
The Railway Journeys of Sherlock Holmes. Geoffrey Horner 
See article by Nigel Digby in Volume 21 page 719: like Richard Pratt (letter p. 61) have to disagree with the statement that "Holmes never took the Underground." In the account of the problem of Mr. Jabez Wilson and the 'RedHeaded League', Watson recounts how Mr. Wilson showed Holmes an advertisement in The Morning Chronicle of 27th April 1890 "...just two months ago..." This would date the case to some time in January/February 1890. Having heard all the details Holmes decides to visit the pawnbroker's premises of Mr. Jabez Wilson"... in Coburg Square near the City.. .". Watson's account of this visit starts by saying "We travelled by the Underground as far as Aldersgate ..." Using the term Underground in its broadest and most common sense, then Holmes and Watson could only have travelled by the Metropolitan Railway from Baker Street to Aldersgate (now Barbican).

Book Reviews. 254
Disaster on the Dee (Robert Stephenson's nemesis of 1847). Peter R. Lewis. Tempus. DTG **
"A useful addition to a bookshelf if you are prepared to edit and unpick the items you want," but criticised for lack of editing.. Author did not like either of the reviews of his books on this page and responded on page 637.
The Mid-Antrim Lines: revision of 'The Ballymena Lines' - with additional material by Norman Johnston.. E.M. Patterson. Colourpoint, DWM *****
Wonderfully written review which commends Norman Johnston for improving what was already pretty good.
Railroads across North America - an illustrated history. Claude Wiatrowski, Voyageur Press, DWM ****
The bulk of the book is made up of beautifully illustrated 'thumbnail sketches', The illustrations are superb
Beautiful Railway Bridge of the silvery Tay. Peter R. Lewis. Tempus. DTG ***
"... well produced book packed with a forensic level of detail, both in the many admirable illustrations and the body of the text. The text is informative in the way it lays bare the engineering expertise and management of the time along with the investigative techniques following the disaster, one interesting feature of which is the extensive use of photographic evidence. It also outlines the importance of the bridge to trade and communications and the interplay of the main characters from designers through to train crew caught up in the events." Reviewer's "only criticism is that because such a large proportion of the book is devoted, in a very detailed way, to the process of investigation and evidence-sifting, its audience will be largely limited to students of both legal and engineering practice who have an interest in these areas." . Author did not like either of the reviews of his books on this page and responded on page 637.

Semaphores at Dundee. Scott Cunningham. rear cover
47 051 hauling northbound Freightliner through Dundee Tay Bridge on 22 September 1981.

Number 5 (May)

LMS 2P 4-4-0 No 40573 stands at Kilmarnock with 18.05 to Glasgow St. Enoch on 28 May 1955. (T.J. Edgington). front cover
Smartly turned out by Hurlford shed with painted smokebox door straps and lined buffer beam and buffers amongst other touches,

Once uon a time in the West. Michael Blakemore.
Editorial on Backtrack's origins at Penryn and magic moments at the Pandora Inn and other drinking holes near the Fal, also the awfulness of current cross country travel (and he has still to suffer East Midland Connect where the upholstery is filthy)

Bennett, Alan. The Falmouth Branch. 260-6.
Not really a branch line, but the original terminus of the Cornwall Railway, opened from Truro on 24 May 1863. The broad gauge line was 11¾ miles long and included two tunnels (Perran and Sparnick) and eight viaducts all of which were originally timber at: Penwithers, Ringwell, Carnon, Perran, Ponsanooth, Pascoe, Penryn and College Wood. Two of the timer viaducts were replaced by embankments (Pascoe and Penryn), the remainder by masonry structures, College Wood was the last not being replaced until July 1934. The original engineer for the line was R.P. Brereton. There was a serious accident near College Wood Viaduct involving the derailment of the 17.20 ex-Falmouth on 31 October 1898. At Falmouth the terminus was located adjacent to the Docks rather than in the centre of the town. Additional stopping places were provided at Penmere Platform opened in July 1927 and at The Dell in December 1970. The latter served the Town Centre and exploited the concrete structure which had served as Perranporth Beach Halt. In the early 20th century the St Just Ocean Wharves & Railway Co. hoped to exploit the deep water at St Just Pool to export chine clay from central Cornwall. For many years the liine was served by through trains and through carriages: this has been reduced to a basic railway service with bus connections if the Last Great Western services are (as usual) late. See also letter from Alan Wild p. 572 who is vaguely critical that all the illus. feature 45XX class and outlines motive power used in the last steam and early diesel days. This included 57XX and 94XX 0-6-0PTs, a 61XX, Grange and County class 4-6-0s and D63XX (hunting in pairs) on the through services to Paddington..

Tollan, William M. Britain's first tramwayman, but he wasn't British. 267.
George Francis Train: an American railroad entrepreneur who attempted to introduce street tramways to Britain (Birkenhead and London). Portrait..

Ferguson, Niall. LMS locomotives during World War II. 268-73.
Locomotives were requistioned to operate the Melbourne Military Railway which was based on the Chellaston East Junction to Ashby line requisitioned on 19 November 1939. The War Office made major demands for motive power from all the railways and these were partially met by the supply of Dean Goods, many of which had served during WW1. To meet the GWR's consequent shortage of motive power the LMS loaned some of its 2F 0-6-0s. Further stress on LMS motive power was placed by the call on 8F 2-8-0s to work in Iran and the Military's need for dieseal electric shunters. In part these losses were made good by the loan of an assortment of Southern Railway locomotives (a D1 0-4-2T reached Wick and some services in the Midlands were worked by the F1 class), by the withdrawal of some services, the restoration to traffic of some withdrawn locomotives, and by the transfer of locomotives to other duties: LTSR services were worked by the older 4-4-2Ts which released the three-cylinder 2-6-4Ts to work heavy freight. On page 270 it is clearly stated why the Government and the LMS were willing to invest in diesel electric shunters during WW2 due to their greatly increased productivity: see letter from Summers page 317!.

Further along the Furness. 274-6.
Colour photo-feature (mainly by J.S. Gilks: other photographers shown): preserved V2 No. 4771 Green Arrow at Whitbeck hauling thirteen coaches on a Carnforth to Sellafield special on 21 September 1974; return special hauled by preserved A3 No. 1472 Flying Scotsman near Seascale on same day; four Type 20 hauling train of nuclear flasks across Eskmeals Viaduct on 23 October 2001; Class 108 DMU in corporate blue livery at St Bees in April 1981 (Brian Magilton); Pacer Class 142 in Ribena (Last i.e. First Group livery) at Drigg on 19 March 2001 (note correlation between Pacers and core Labour voters); six car DMU in dark green livery at Ravenglass on 19 July 1959 (Alan Tyson); Eastern Region General Manager's saloon (DMU in extotic livery) at Nethertown on 14 September 1985.

Crosse, J. GWR goods instruction notices: a tale of everyday life in 1920s Britain. 277-9.
Part 1 on page 523 of Volume 21 (not as stated in text). Far away and long ago:private sidings were being opened, problems of foot & mouth for the movement of cattle-derived traffic to Jersey and France; traffic for Ireland: M&GNJR wagons to be despatched to Melton Constable; transport of pianos, lead in rolls, ethyl fluid (and what to do if it spilled) and despatch of goods to the Sand Hutton Light Railway. The article began with comments on the maintenance of weighing machines and weighbridges and their inspection by Weights and Measures Inspectors. This brought a long response from a former Inspector, Keith Farmer on page 445.. Illus.: Penryn goods station with 4575, many trucks in sidings and lorries and tractors and trailers queuing to get into goods yard with vegetables? and 4377 in GWR livery climbing away from Patchway Tunnel with long banked freight..:

Brooks, Michael. Railway history and the Great Eastern Railway. 280-3.
Comment on the nature of historical research in general, and the danger of false interpretations. In the case of historical research relating to railways the unreliability of C.E. Stretton is noted as is the overall misjudgement of Webb as a locomotive engineer. The Author then turns towards the "failure" of the Great Esatern Railway to acquire the London Tilbury & Southend Railway in the face of a competitive bid from the Midland Railway. C.J. Allen, both in his history The Great Eastern Railway and his autobiography Two million miles of rail travel alleges that the General Manager, William Henry Hyde, was ordered by the Chairman Claud Hamilton to seek an "immediate resignation". This is shown to be utterly false and that it appears that the GER considered that the Midland paid in excess of what the LTSR was worth and would continue to receive a considerable income from its terminal facilities at Fenchurch Street whoever ran the trains.Illus: Fenchurch Street just before takeover of LTSR by MR with LTSR 4-4-2T about to depart with train for Southend, GER 3-4-2T on train for Ongar and locomotive in siding with destination stating "Loop via Ilford": see letter on p. 379 from M.J. Smith stating should have been "Fairlop via Ilford"; Walter Henry Hyde with Ailwyn Fellowes, Deputy Chairman of the GER, F.G. Randall, Superintendent of the Line and Sir Walter Gilbey at the opening of the Elsenham & Railway on 31 March 1913;  approach to Fenchurch Street in August 1911; letter from E. Green to Lord Claud Hamilton concerning Midland takeover of LTSR dated 11 January 1911; 4-6-4T as MR No. 2101 and LTSR 4-4-2T as MR No. 2148..

Patterson, Allan. Mitre Bridge Junction Signal Box. 284-7,
Author was a signalman at this former LNWR signal box (complete with stirrup handle levers) in the 1980s and handled cross-London traffic coming from the Southern Region and going on to the electrified WCML. Many of the trains required a change in motive power and this could only be achieved by complex movements, especially in the southbound direction where engine movements blocked the level crossing into a scrapyard. Col. illus. by author: exterior of signal box on 12 May 1986; track diagram; lever frame on 15 June 1985; electro-diesel heading north with class 86 and class 47 waiting to change over on 12 May 1986; class 33 No. 33 030 heading north over junction in May 1986; Class 20s Nos. 20 097 and 20 128 cross Hythe Road bridge as they head towards High Level Junction on 13 May 1986;  horse and cart (loaded with scrap) crossing the level crossing on 15 May 1986. See also letter from Mike Morley (p. 379) who gives details of more fun & games at this location: electric locomotives could overrun rhe catenary and remain stranded causing chaos and Ferrous Fragmenters suffered from frequent fires and the Fire Brigade liked to run their hoses across the tracks..

In the land of the mountain and the flood [West Highland Line]. Derek Penney (phot.). 288-91.
Colour photo-feature: K4 No. 61995 Cameron of Lochiel taking water at Crianlarich whilst working a Stephenson Locomotive Society special on18 June 1960, and on turntable at Fort William on same day (clearly shows different steam pipes on left and right hand sides of smokebox on this locomotive); Arrochar push & pull with C15 4-4-2T No. 67474 taking water at Garelochead on 15 June 1959, and near Glen Douglas and at Arrochar & Tarbet (presumably on same day): caption writer noted express headlamps, but co