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Issue 97 (March 2018)
Mike G. Fell. A North Staffordshire cotton factory. 2-7.
Established by Richard Thompson in 1797 at Cross Heath, near Newcastle-under-Lyme
|Aerial photograph of Cross Heath cotton factory 1929||2|
|Ordnance Survey map Cross Heat 1924||3|
|Map: Plan of Gresley Canal in vicinity of Apedale Iron Works, November 1846||4|
|Plan of Gresley Canal (same as above) but at Newcastle-under-Lyme end||5|
|Frontage of cotton factory||6|
|Cotton factory and manager's house||7u|
|Burley Pit with Manning Wardle 0-6-0ST WN 222/1866 Burley||7l|
Malcolm Bobbitt. In the showroom... The Rover Jet Set. 8-13; front
Gas turbine driven car prototypes based on the Rover P4 75 family saloonl during the immediate post-World War II period. Raymond Loewt of the Design Studio, New York who had designed the Studebaker infuenced Maurice Wilks luxury car design, although the central fog lamp which earned the nickname Cyclops was not perpetuated. JET 1 was paited in Connaught Green had the turbine at the rear. The engine could run on petrol or paraffin. The offices behind are intersting for their Art Deco brickwork and Crittall windows. The colour image on the front cover, repeated in black & white on page 10, is based on Rover publicity material and Admiralty Arch is hinted at in the background. In 1952 JET 1 was taken to Belgium for tests on the Jabbeke Highway between Ostend and Ghent. The car was enhanced with Dunlop racing tyres and Girling disc brakes. 152 mile/h was attained. The T3 coupé attained a lap speed of 102 mile/h on the MIRA test track on 16 Swptember 1956.
|Rover P4 75 saloon||8|
|JET 1, with an open tourer body, outside the company's Art Deco offices in Solihull||9|
|Rover P4 luxury saloon (publicity art work)||10 + fc|
|JET 1 with Steve King pasted in||12|
|T3 coupé publicity material showing jet propelled generic aircraft||14|
|T4 gas turbine powered (looks like a Rover 2000)||15|
|Rover BRM racing car with gas turbine engine at Le Mans||16|
Euan Corrie. Waterways of the Shropshire Union Railways & Canal
Company. Part 6. 16-33
The Montgomery Canal Frankton Junction to Newtown,
|Boy, pair of donkeys and boat at Corbett's Bridge||16|
|Map Queen's Hotel & Corbett's Bridge 1926||17|
|Canal at Malthouse Bridge||18|
|Map: Malthouse Bridge 1926||18|
|Canal in disused state at Malthouse Bridge in 1980s||18|
|Aerial view of Pant taken during 1930s with steam train & canal & bridge visible in top right||19|
|Map: Pant 1926: note tramway running NW (served canal via tippler)||19|
|Pant: canal foreground with Shropshire Union maintenance boat & Cambrian Railways station behind||20|
|Pant station platforms||20|
|Pant with Cambrian railway line bow-girder bridge across canal in background & former stone loading activity in foreground||21|
|Old Rail Road Bridge across canal (no evidence that tramway crossed canal)||21|
|View from Llanymynech Hill with Ellesmere Canal & Cambrian Railways & Shropshire & Montgomeryshire just visible||22|
|Map: Llanymynech, 1926 to help sort out above||23|
|Llanymynech canal bridge: Welsh fishermen||24|
|Map: Llanymynech, 1926||24|
|Carreghofa Top Lock||25|
|Map: Careghofa locks, 1926||25|
|Newbridge: aqueduct across River Vyrnwy||26|
|Map: : aqueduct across River Vyrnwy||26|
|Vyrnwy aqueduct viewed from canal||27|
|Vyrnwy aqueduct in March 2004||27|
|Canal at Clafton bridge, cottage & warehouse||28|
|Burgedden Top Lock (OS: Burgedin)||28|
|Moors Farm lift bridge||29|
|View from Gungrog Hall Bridge||29|
|Welshpool: company boat George with family crew & Welshpool & Llanfair Light Railway girder bridge over canal||30|
|Welshpool Lock with waterwheel in overflow channel||30|
|Welshpool: Ordnance Survey 25-inch map 1926||31|
|Hollybush Wharf from top gate of Welshpool Lock||32|
|View from tail of lock at Bryderwyn||33|
Paul Jackson. Horse haulage in the South Wales Coalfield: The final
decade. Part 5. 34-46
Nant Fach Colliiery owned Tresgyrch Mining Co. opened in 1991 and closed in March 1998. Work for two horses Dobbin and Patch
Patch in retirement. 47-8
The Institute: [Archive's reviews]. 49-51
Industrial railways and locomotives of Kent.
Robin Waywell. 458 pp.
Industrial railways and locomotives of Cumberland. Peter Holmes. 464 pp.
Industrial Railway Society, Melton Mobray. Reviewed by Ian Parkhouse
We have reviewed various IRS handbooks in the past and both of these volumes are well up to the high standards set by the society. Both are produced to the new format which, its is believed, was set by the volumes on Co. Durham. In reality these are reference volumes, rather than a good read, and for anybody with an interest in industrial history, not just industrial railways or locomotives, they are invaluable.
Kent is an interesting volume as we have covered several of the sites featured therein within the pages of Archive over the years, indeed, this very issue has a piece on Holborough cement works and quarry. In Achive we have covered both cement and papermaking, two industries that Kent is noted for, but this volume make the reader realise the full scope of industries that once existed within the county, not to mention military railway systems.
As usual the volume includes full indexes sorted by locomotive builder; by locomotive name; and by industrial location.
The Cumberland volume follows the same format and reveals many interesting industrial concerns both large and small. Notable are the various steelworks and collieries that required larger locomotives than those seen in Kent.
Both volumes are well illustrated and are highly recommended. Membership of the IRS is also worth considering.
The London, Tilbury & Southend Railway. Volume 6: The Gravesend
Ferry. Peter Kay, 80 pp. Card covers, Wivenhoe: Author. Reviewed by Ian
This is the sixth volume of Peter's history of the London, Tilbury & Southend Railway and covers the Gravesend Ferry which plied between Tilbury on the north bank of the Thames and Gravesend, a distance of some 750 yards.
The first chapter looks at the pre-railway history of the various ferries that served the routes across the river and their owners! operators, some apparently more corrupt than others. The military also had an interest in the ferries in connection with a fort at Tilbury which had a slipway.
In 1852 the LT&SR got an Act to construct a line to Tilbury and also planned to open their own ferry which commenced running in April 1854 with three boats. The chapter goes on to describe how other ferries were taken over and all of the various piers used over the years in Gravesend. The Tilbury landing stages are also described in detail in the next section, followed by the same treatment of the Gravesend landings.
Then follows a chapter on the ferry boats themselves, with each one being dealt with in turn and given a full history. Details of crews and captains are also given.
All in all a fascinating story of what was once a major transport link, now sadly much reduced.
Ironstone mining in the Lincolnshire Wolds. Stewart Squires.
135 pp., softback, Lincoln: Society For Lincolnshire History &
Archaeology. Reviewed by AN (Andrew Neale?)
Although most of the iron ore produced in Britain was obtained by quarrying from open pits in some areas, notably West Cumberland and North East Lincolnshire, it was extracted by underground mining. This thoroughly researched work is a detailed study of iron ore mining at Claxby and Nettleton Top between Caistor and Market Rasen which began in 1867 and ended in 1969. Stewart Squires has researched the history of these mines for thirty years and the results are published in this book. Both the quality of the research and the quality of the publication are of a very high standard. The book includes many excellent illustrations and specially drawn maps, each chapter has a complete list of reference sources and the author has gone to great pains to seek help from a wide range of people and institutions, including surving ex miners and many others with specialist knowledge such as on the rail systems and machinery used within the mines.
This is first class publication which can be thoroughly recommended and it is hoped that it will inspire others undertaking similar research into the ind ustrial history of a particular area to aspire to publish their finished results to the same standards as seen here.
Ford design in the UK: 70 years of success. Dick Hull., 224
pp, Dorchesier: Veloce Publishing. Reviewed by Malcolm Bobbitt.
Several books have been written about Ford of Britain but this is the first time its dedicated styling department has received the benefit of detailed historical research. The author's 25 years' experience in the automotive design industry make him the ideal candidate in understanding and assessing Ford's endeavours in the United Kingdom which stretch some 70 years. This history is particularly opportune as it coincides with the 50th anniversary of the opening of the Dunton Design Studio which remains a key part of Ford' s resource in Europe. The work begins with an overview of the formative years of Ford's British operation, the author providing the reminder that this was the first overseas venture that Henry Ford instigated. History shows that its origins date from 1904 when Aubrey Blakiston and Percival Perry established the Central Motor Car Company in London selling Fords that were sent from America in crates and then assembled and sold at a rate of a few a month. The Ford Model B arrived a year later and the Model N in 1906, followed by the famous Model T in 1908. The account of Ford building its factory at Trafford Park in Manchester, and the first car to be built there on 23rd October 1911, is well known but nevertheless is an essential backdrop to the book.
Misfortunes at Ford in America were key to Ford of Britain's autonomy in the immediate post-war years which, as explained by Nick Hull, led to the new range of Consul and Zephyr models being locally styled and designed. There are interesting explanations as to the styling techniques employed on producing the post-war Anglia 100E together with the second-generation Consul and Zephyr, both being larger and more powerful than the initial models.
Much interest is to be discovered in the design processes that resulted in the Consul Classic 109E and the Anglia 105E, both cars having reverse-rake rear screens which originated from a 1953 Packard concept design and seen two years later on a Farina derived Fiat 600 coupé that was displayed at the Turin Motor Show. Cortina, Corsair and Zodiac development is discussed in detail as the author goes on to reveal the efforts employed in devising the Mark 11 Cortina. With the opening of the huge Dunton facility in Essex, the book takes on a new impetus in tracing the designs of the Escort, Capri and Granada before more recent offerings in the shape of the Sierra, Mondeo and most recent models.
It is not only cars that are examined in this detailed and lavishly produced book which include a wealth of illustrations, many of which will be new to motor enthusiasts and historians. Commercial vehicles, from the Transit to the D-Series and Cargo trucks come under the spotlight, as do experimental vehicles which never made it to production. This extensive and thorough history of Ford's British styling facility benefits from the author's depth of research and his many interviews with those personnel involved in designing Fords built in Britain.
Lawrie Bond, Microcar man: an Illustrated history of Bond Cars.
Nick Wotherspoon. 307 pp. Barnsley: Pen & Sword Transport. Reviewed
by Malcolm Bobbitt.
Lawrence Bond, he preferred to be known as Lawrie amongst his friends and family, was a prolific designer and engineer of great skill whose products deserved much more acclaim than achieved. Motorists of mature years will recall seeing, and possibly driving, the tiny three-wheelers attributed tothe Lancastrian who was also responsible for the Equipe four-wheel sports coupe which saw a degree of popularity. Bond was also behind Berkeley three- and four-wheel sports cars in addition to caravans and motorcycles.
The author is acclaimed for an earlier (and less substantial) work on Lawrie Bond and his inventions, but it would be disingenuous to suggest that this book merely enlarges upon it. This edition offers a completely different and new aspect of Lawrie Bond, his efforts, successes and failures. The history commences with an overview of Bond's formative years and his interest in motor racing in the sport's 500cc category. Not only did Bond design and build his own racing cars, the skills in producing lightweight designs were the impetus for him constructing in 1948 an extremely basic three-wheeler shopping car powered by an air-cooled 1/ 8th litre (125cc Villiers) engine with its three-speed gearbox mounted directly above the single front wheel. Wotherspoon tells how Bond, strapped financially and without suitable premises to put the vehicle into production, arranged for Sharp's Commercials of Preston to undertake this.
The concept and development of the Minicar is told in two separate parts, the intervening chapters detailing Bond's ventures with the Minibyke motorcycle, its successors the BAC Lilliput and Gazelle after which came the Oscar and Sherpa scooters. Then there's the explanation about Berkeley sports cars which are still campaigned to this day by motors port enthusiasts. The Minicar theme is told in depth, as is the account of the final true Bond three-wheeler, the 875 which shared its power unit with the Hillman Imp. Nick Wotherspoon is to be con- gratulated in carefully tracing Bond history to when the firm was acquired by rival Reliant, which was the death knell to the 875 which directly competed with Reliant's own three- wheeler. This is an absorbing read which anyone with an interestin British automotive history will discover to be essential material. The book is fully illustrated and includes many importan t images from Bond and Bond family archives. If there is one slight gripeitis that some of the photographs taken of cars at motor events are of snapshot quality: the book would have benefi ted from some professional photography of surviving vehicles. Highly recommended.
Notes on an old colliery pumping engine William Thompson Anderson
, 84 pp. card covers, Whitchurch (Hants): Steve Grudgings, Reviewed by
Facsimile of a book produced in 1917 as a report on a paper given to the Manchester Geological and Mining Society on the pumping engine at the Pentrich Colliery in Derbyshire. The original paper has been reset in facsimile and, as an extra bonus, the original images used to illustrate the paper were also found by Steve Grudgings. This allowed their use in the facsimile and therefore far higher quality illustrations are to be found than we be the case with a straight reproduction (together with some extra views not originally included). As well as the original paper the follow-up discussions were also recorded and are also reproduced here to give a complete picture.
Some large scale plans of the engine are held in the Science Museum archives and these have also be included in this publication.
This is an extremely interesting work, well reproduced.
Southern style: Part Two. London, Brighton & South Coast
Railway. P.J. Wisdom.120pp, card covers. Historical Model Railway
Society. Reviewed by Ian Parkhouse
We have previously reviewed the first part of this series which covered the London & South Western Railway. This volume is equally as good and forms a very useful overview of the various liveries carried by locomotives, carriages and wagons as well as the painting sty les of buildings, signals and miscellaneous pieces of equipment. Not only is this an invaluable work for railway modellers but it forms a very useful research tool for historians as it gives the time bands in which the various liveries were applied and in use. The volume comes complete with a pull-out colour swatch giving accurate renditions of the colours used by the LB&SCR.
Inbye : Archive's letters page. 52
Quaker House. Rick Howell,
Working underground he remembered the buffeting percussion wave of blasting underground - for me, in metal mines abroad, the initial sharp tap, tap, tap of sound through the rock preceded the boom of the percussion. It's a sound he had npt heard or felt for years or on surface both in mining and later, in construction. It's only when you look at the gradual change in equipment and methods do you realise how much he didn't record at the time.
Steve Grudgings article on Quaker House (in the footsteps of George Orwell - he was tall too) was superb and he really did capture the dust underground! Writer only crawled along a long working coalface once in his life-at Linby, North Notts- and vowed never to go there again .... though the steam coal winder there (1979) was simply poetry in motion; literally. A simple pleasure, but one he had been privileged to witness in "harness" winding coal.
On page 16 the haulage / winder set-up reminds me very much of the 'slusher' units he used in Australia with large electric motor driving a worm and gear box, spur gear / chain drive to the drum with air operated clutches on (in our case) both drums - the motor ran all the time, clutching in the drive to whichever rope required pull, the other declutching to allow rope to run off.
On page 28 his caption suggests a pump on the right - he is pretty certain that's a mobile transformer in what looks to be the power room - all properly supported and boarded out with corrugated sheeting.
Paul Jackson's article on Pare Level Ruston locos and in particular the RB 22s (and 19s for that matter) are another piece of history mostly consigned to memory. The tangle of chains and ropes reminds me of the mineworkings discovered under the line of the A30 bypass behind Hayle in [in Cornwall] in 1981/2.
After the discovery of distinct, mostly rectangular, blue / grey patches in yellow / orange elvan ground after topsoil strip right on the centreline of the new road (clearly filled shafts) the contractors, A. McAlpine, instigated a drilling programme to assess the extent of underground voids. This indicated voids near the shafts and nearby so a RB22 was rigged with a clamshell bucket to grab out the fill and allow' inspection'. The resulting tangle of ropes and slow activity - not to mention sterilisation of a very awkward spot on the cut/fill line - very nearly did for me as a rookie engineer a tthe time! It became clear that the workings were shallow, and locally extensive, and ultimately the whole area was dug out to 15m or so, made safe, and backfilled before the road could be completed. There are some pics of the dig I uploaded to the AditNow website under 'Mellanear Mine'.
On another occasion the groundworks contractor on the new (in 2001) Tremough site brought in a RB19 to load shuttering pans, pour concrete etc but with increased H&E liabilities in terms of testing, and without the necessary paperwork, the '19' was condemned and removed and I've not seen one since. All lifting seems to be done by specialist firms with hydraulic mobile units in general, though the new A30 dualling over Bodmin Moor had a large crawler crane handling shuttering, steel decks and concrete etc in the past year or two.
Tilbury Riverside Station. 52
Aerial photograph whowing pontoon: early 1950s
Quarry unknown location.. 53
Crushing plant with manually powered tramway off to quarry. One Great Central wagon in picture
Cheltenham & Gloucester Breweries fleet of Sentinel flat-bed lorries. 54
Sentinel advertisement. 55
Andrew Neale. Three gauges at Holborough. 56-64
Holborough Cement Works Ltd on the Medway in Kent
|Aveling & Poter WN 9449/1926 2-2-0 on 8 August 1935 (George Alliez)||56|
|Peckett WN 1756/1928 0-4-0ST Hornpipe on 8 August 1935 (George Alliez)||57|
|Manning, Wardle WN 1846/1914 0-4-0ST Felspar c1953 (George Alliez)||58|
|Map: Holborough Cement Works||58-9|
|Kerr Stuart WN 1213/1914 0-4-2T Hawk on 2 April 1934 (George Alliez)||59|
|Montreal Locomotive Works WN 54933/1917||60|
|2ft gauge Bagnall WN 2073/1918 near bridge under SE&CR Medway Valley Line 8 August 1935 (George Alliez)||60|
|44/48 H.P. Ruston hauling loaded skip wagons to wash mill with steam navvy & quarry in background (John H. Meredith)||61|
|Robert Stephenson & Hawthorn WN 7813/1954 0-4-0ST Tumulus with tip wagons being loaded by diesel excavator c1958 (John H. Meredith)||61|
|0-4-0ST Tumulus possibly stored out of use on 28 August 1964||62|
|44/48 H.P. Ruston diesel locomotive WN 200524/1950 at wash mill on 8 August 1953 (John H. Meredith)||62|
|3-foot gauge tramway and aerial ropeway on 17 April 1966 (Andrew Neale)||63|
|3-foot gauge flat wagons for carrying ropeway buckets (Andrew Neale)||63|
|Peckett WN 1747/1928 0-4-0ST Longfield on 6 May 1971||64|
|Issue 98 (June 2018)|
Euan Corrie. Trent & Mersey Waterways.: Part 1.
Trent & Mersey Canal originally promoted as Grand Trunk Canal which obtained its Act on 17 May 1766. The section along the Weaver and Dane valleys was difficult to build and maintain did not open until 1777. James Brindley and the Duke of Bridgewater were involved.
|Cowburn & Cowper's motor boat Swan waiting to enter Preston Brook Tunnel with steel drums for carrying carbon disulphide||
|Petrer Froud's hotel boats Mabel and Forget-Me-Not at Dutton on 21 April 1982||
|Dutton Ordnance Survey map 1910 showing Preston Brook Tunnel and LNWR main line||
|Ashbrook's Bridge (3½ miles from Preston Brook)||
|Canal above Weaver with high water level to suit commercial traffic||
|Canal above Weaver at site of possible earlier breach||
|Saltersford Tunnel northern entrance||
|Saltersford Tunnel Ordnance Survey map 1910||
|Saltersford Tunnel southern portal||
|Steam tug towing narrow boat loaded with coal at Saltersford Tunnel southern portal||
|Boats waiting to be towed through tunnels waiting at southern portal of Barnton Tunnel c1910 including Nellie||
|Barnton Tunnel Ordnance Survey map 1910||
|Barnton: view down to canal and Weaver with Wallerscote Weir||
|Wallerscote Works (ICI) with canal in foreground||
|Footbridge over canal at Winnington for pedestrian traffic to chemical works||
|Anderton Co. boat approaching Soot Hill Bridge||
|Anderton map showing Boat Lift and Winnington Works||
|Canal and Soot Hill Bridge at Anderton and reference to David Carden The Anderton boat lift. Black Dwarf, 2000||
|Breach near Marbury of 21 July 1907 (2 views)||
|Breach near Marbury of 21 July 1907||
|Horse boat Gertrude near Broken Cross Bridge and edge of ICI Lostock Works in 1950s||
Paul Jackson. Horse haulage in the South Wales Coalfield: the final
decade,. Part 6. 17-29
Craig-y-Llyn Colliery; Carn Cornel Collieries Nos, 2 and 3; Llechart No. 2 Colliery
Nigel and David Lassman. A country garage in the
Swainswick Garage which Ernest Lassman purchased in 1950 with the finance from a bequest from Mrs Adkins. Lassman had been her chauffeur. He developed the business which became a family concern and the authors are grandsons. The garage sold petrol and did vehicle servicing. An old army lorry fitted with a winch became a breakdown truck and a Standard Vanguard served as a taxi. In 1960 the business was sold to Fred Young and Ernest ran a driving school until his death in 1966. In September 2017 Gordon Lassman, the authors' father died: he was the last family member to work at Swainswick. See also letters in Issue 99 from Martin Gregory and from Malcolm Bobbitt
|Gordon & Ronald Lassman in front of businessman's Rolls Royce outside Swainswick Garage (colour)||font cover|
|Eva & Pearl Lassman in front of bungalow next garage (colour)||
|Mr Mercury logo of National Benzole (colour)||
|Swainswick Garage with much signage for fuel, floral baskets & AEC fuel tanker (colour)||
|Ernest Joseph Charles Lassman in RAF uniform||
|Bath Weekly Chronicle & Herald 5 August 1950 report of Adkins bequest to Ernest Lassman||
|Swainswick Garage before bugalow constructed||
|Daily Mirror 5 August 1950 report of Mrs Adkins bequest to Ernest Lassman her chauffeurr||
|Ernest, Ronald and Gordon Lassman and Swainswick Garage||
|Ernest Lassman in MG alongside Swainswick Garage: caption states Standard taxi inside See letter in Issue 99 from Martin Gregory and letter from Malcolm Bobbitt||
|Swainswick Garage advert in local parish magazine August 1957||
|Gillian Lassman alongside 1938 Morris 8 Tourer||
|Swainswick Garage in snow in 1950s||
|Bath Chronicle report of July 1954 tailback from Charmy Down to Lambridge||
|Bungalow with boat and cars and letter from Malcolm Bobbitt||
|Crashed Ford saloon SNF 232 (2 views) See letter in Issue 99 from Martin Gregory and John Clegg and from Malcolm Bobbitt||
|Gordon Lassman in MG (2 views)||
|Austin A40 Devon MLP 653 and National oil dispensing cabinet||
|Gordon Lassman with motorcycle and car GL 5282 behind||
|RAC patrolman on motorcycle with sidecar||
|Gordon Lassman with Jaguar XK 120 GFB 425 inside on of the sheds||
|Gordon Lassman with Jaguar XK 120 GFB 425 outside Oriell Hall||
Malcolm Bobbitt. In the Showroom... Crossley RFC. 44-49.
The Crossley engineering business was founded in 1867 by Frank Crossley when he became a partner of John M. Dunlop (who had no connection with the rubber indstry) and William Crossley who had worked for Sir W. Armstrong & Co. The Crossleys were committed Christians and great philanthropists and the Salvation Army was a major beneficiary. Eventually Crossley became a limited company with works in Openshaw, Manchester. The RFC was a vehicle developed for the Royal Flying Corps prior to WW1 as the 20 / 25. It was a rugged vehicle and strongly built and more than 6000 were built for military service and following the war saw service as Flying Squad cars for the Metropolitan Police. They were constructed at a works in Gorton Lane
20 / 25 with RAF trailer conveying crashed aircraft in hot dry environment (solar topees being worn)
20 / 25 as staff car during WW1 in 1917 at Malincourt in Northern France
20 / 25 with enclosed bodywork
20 / 25 with Royal Air Force designation possibly in Egypt or North Africa conveying supplies
Preserved 20 / 25 at Brough and Kirkby Stephen vintage commercial vehicle rally in 2014
20 / 25 tenders and 20 / 30 van at 1923 Epsom race meeting with radio equipment for crowd control by Metropolitan Police
20 / 25 tender at Epsom 1923 race meeting with radio equipment for crowd control by Metropolitan Police
Ian Pope. Wingate Grange Colliery. 51-5
Seven miles north west of Hartlepool. Work to reach the coal started in 1837 and was instigated by Lord Howden. John Gully was a former prize-fighter, race hore owner and politician purchased the colliery in 1861, but died in 1863 leaving it to be operated by his executors until the Wingate Coal Co. took over in the 1880s and ran it until its take over by the National Coal Board. There was a serious accident on 14 October 1906 when 26 men and boys were killed in an underground explosion caused by coal dust. The pit closed on 26 October 1962. See also Issue 99 page 16.
|Wingate Grange Colliery with main winding engine between Lord Pit and Lady Pit and Waddle Fan||50|
|More distant view of pit ahead as above but with chaldron wagon visible on left and mre standard wagons on right||51|
|Ordnance Survey 25 inch scale map of colliery 1897 edition||52|
|Ordnance Survey 25 inch scale map of colliery 1910 edition||52|
|Pit head on 14 October 1906 with relatives waiting news of miners||53|
|Pit head on 14 October 1906 with relatives waiting news of miners (postcard)||54|
|Mainly men plus one or two women and bicycles at pit head following disaster probably wanting to know whether return to work is possible (postcard)||54|
|Colliery yard later than above with extra buiklings and fencing||55|
Andrew Neale. Narrow gauge in the Far West: the Penlee
Quarries Railway. 56-63.
Penlee & St. Ives Stone Quarries Ltd operated Gwavas Quarry and employed an Arthur Koppel 600 mm tramway with V-skips to convey crushed stone to Newlyn harbour. Freudenstein supplied a 2-4-0T WN 73/1901 which acquired the name Penlee. In July 1924 a Baldwin petrol/paraffin locomotive identical to one supplied to the Festiniog Railway was obtained. In April 1930 namely a Kerr, Stuart diesel locomotive. See also Issue 99 page 2 et seq
|Gwavas Quarry and railway to Newlyn||56|
|Penlee with short train on 13 July 1939||57|
|Penlee at unknown date but in steam||58|
|Penlee preserved on plinth on 16 April 1963||58|
|Baldwin petrol/paraffin locomotive||59|
|Kerr, Stuart diesel locomotive in shed on 16 April 1963||60|
|Hunslet 2666 diesel locomotive in shed||61|
|Planet-Simplex diesel locomotive (Hibberd WN 2401/1941) on 16 April 1963||61|
|Ruston & Hornsby WN 375315/1954 J.W. Jenkin with Allen skips and Penlee preserved on plinth on 2 September 1963||62|
|J.W. Jenkin with Allen skips near loading bunkers on 12 September 1966||62|
|Ruston, Hornsby diesel locomotive WN 246793 in shed on 16 April 1963||63|
|Ruston, Hornsby diesel locomotive WN 229656 shunting on 16 April 1963||63|
Skimpings: Nettlebed Smock Mill. 64
Near Henley-on-Thames: destroyed by fire in 1912
|Issue 99 (September 2018)|
Ian Pope. Penlee Quarry notes.
See also Issue 98. This collection of photographs came from Mine & Quarry Engineering for March 1938 which contains an article on Cornish roadstone which was a description of the operations of Penlee Quarries Ltd. The images were prepared by Paul Jackson
|Stahlbanwerke Freudenstein 0-4-0WT Penlee with train of V skips leaving storage hoppers at quarry||2|
|Narrrow gauge railway at quarry face and preparatory work to develop face at lower level||3|
|Drilling operations preparatory for blasting||4|
|Rocks following initial blast and requiring further drilling and blasting or sledging (explosives attached to rock surface)||4|
|entrance to primary cruahers||5|
|main chipping plant||5|
|conveyor belt and selector bins||6|
|30-inch troughed conveyor belt on turntable to enable stone chips to be stored by siz||6|
|Baldwin locomotive with skips||7|
|Penlee with train of skips at Newlyn harbour being unloaded onto a conveyor for transfer to coasting vessel||7|
Euan Corrie. Trent & Mersey Waterways: Part 2.
Part 1 see Issue 98
|Condensed milk factory and Big Lock at Middlewich with horse boat leaving southwards||8|
|Middlewich with horse boat having passed under road bridge is passing Town Wharf||9|
|Ordnance Survey map locating above scenes||9|
|Brook's Lane Bridge, Middlewich||10|
|Wardle Turn at Middlewich in 1960s with dereliction on canal and traffic on A533||11|
|Ordnance Survey map locating above scenes||11|
|Middlewich view from tail of King's Lock towards link to Shropshire Union Canal via Wardle Canal||12|
|Rumps Lock lookking north towards Middlewich with Booth Lane on left and Ectrolytic Alkali works on right||13|
|Middlewich Salt Co. works later Cerebos||13|
|boat approaching Crows Nest lock||14|
|Wheelock: old bridge over canal||14|
fn: Condensed mil under the Milkmaid
brand was produced for the Anglo-Swiss company, but production ceased here
in 1931 and then became a sik mill annd after that a string factory before
fn Ectrolytic Alkali works used Hargreaves-Bird cells and manufactured bleach and caustic soda at Cledford. James Hargreaves, the co-inventor became works manager. Works became part of Brunner Mond in 1919 and closed in 1929.
Inbye: Archive's letters page. 15
A country garage. Martin Gregory
Errors: may be memory lapses by the author.
Front Cover: The car is a post war Bentley from the radiator. (Both Rolls Royce and Bentley used the same bodies then).
p 34: The car in the garage is not a Standard Vanguard which had a very distinctive bulbous rear end. I don't know what make it is.
p 39: The car does not fit my memories of Ford of the era. The window / door construction and the exposed hinges on the boot suggest to me a Morris Six or Wolseley of the time.
Car crash. John Clegg
One minor correction, which MaJcolm Bobbitt may already have spotted: In the article by Nigel and David Lassman about their family garage, the overturned car pictured on page 39 is not a Ford but appears to be a Series II Morris Oxford (1954-6).
Bentley v Rolls. Malcolm Bobbitt
The story about the businessman, his Rolls-Royce and his girlfriend in Bath, made me smile. The reference to his car obviously marries up with the front cover except that the businessman did not have a Rolls-Royce. The car on the front cover is a Bentley S. Even though in post-war years the Rolls-Royce and Bentley emerged from the same factory at Crewe, Rolls-Royce and Bentley customers were miles apart. A Bentley customer would have nothing to do with a Rolls-Royce, preferring the sporting attitude of the former with its softer and more graceful styling rather than the latter's staid luxury and its arguably ostentatious Grecian Temple radiator, and all the snobbery that went with it. As I stated, the car depicted is a Bentley S, probably the original model which was introduced in 1955 with its six-cylinder in-line engine, this becoming known as the S1 when the S2 with its V8 engine came out in 1959. There was an S3 but that did appear until late 1962. The frontal appearance of the Bentley S was quite different to that of a Rolls-Royce Silver Cloud of the same era. Also, the Rolls-Royce name always had a hyphen, ever since the marque was established.
The pictures captioned as a crashed Ford do not depict a Ford. I suspect, however, that the crashed car might well be the Standard 8 seen on page 38. The mention of the Standard Vanguard taxi in the shed, page 34, is misleading as there isn't a Vanguard in sight. The rear of the car in the right hand premises (the shed?) looks like a pre-war car, or one sold immediately post-war. The make is not apparent. It could be that Swains wick Garage did have a Standard Vanguard, both the phase 1 (1947-1952) and II 1952-1956) were popular with the taxi trade; there was also a Phase II diesel and then a Phase Ill, 1955-1958, but none of these can be seen. One last thing, in the contents my name has been incorrectly shown but I am quite used to it!
We would like to apologise to Malcolm for this typographic error.
Waterworks back in steam.
Twyford Waterworks near Winchester, Hampshire was back in steam during summer of 2018. Works featured in Issue 56 and were privileged to be given a tour of the site at the same time. A return visit is now due! Their press release states: 'The Twyford Waterworks Trust is delighted to announce that their 1906 Babcock and Wilcox water tube boiler and 1914 Hathorn Davey triple expansion steam pumping engine are now back in steam after a long period of restoration funded by Heritage Lottery Fund as part of our ambitious "Return to Steam" RTS Project. The boiler and engine were last steamed in 2003. The RTS Project has also provided new, exciting interpretation of the whole site, internal refurbishment of the main buildings and new and enhanced facilities for our volunteers and visitors, together with extensive building renovation provided by Southern Water.' The final open day for 2018 is the 7 October. Full details can be found on their website: www.twyfordwaterworks.co.uk
Where are we? 15
The only clue as to the location of this view is that is was entitled 'The Old Shoddy'. Can any reader help with further details? The headframes suggest Midlands, possibly the Staffordshire or Leicestershire coalfield.
Follow-Up: Wingate Grange Colliery.
c1900 before installation of Waddle fan looking towards main winding house (glass lantern slide)
Skimpings : a pair of Fodens. 17
Foden steam lorries supplied to William Hammond Ltd., fire brick manuafacturers at Port Shrigley, near Macclesfield
Paul Jackson. Pantygasseg Colliery Part 1. location
& history. 18-47
Pantygasseg Colliery was final lpocation of horse haulage in Uniteed KingdomMynyddislwyn
|Bucyrus -Brie working walking dragline at Pantygasseg c1955. See Issue 51 page 4 and fn3||18|
|Coal Authority's licensing map (see also Issue 95 page 38 et seq as this map extends over that area)||19|
|Ordnance Surve99-y map First edition of Blaen-y-cwm Colliery||20|
|Pantygasseg Colliery Mynyddislwyn seam 1/2500 scale: Coal Authority abandonment plan||21|
|enlargement of Coal Authority abandonment plan showing levels worked||22|
|Desmond & Desmond business card||23|
|plan submitted in 1995 in support of planning appication for level C||23|
|Pantygasseg Colliery on 30 June 1980 (Peter Nicholson): Danny (horse) exiting Level F. fn4||24|
|Pantygasseg Colliery on 30 June 1980 (Peter Nicholson): Danny (horse) fn4||24|
|Pantygasseg Colliery on 30 June 1980 (Peter Nicholson): Danny (horse) about to enter covered area||24|
|Pantygasseg Colliery on 30 June 1980 (Peter Nicholson): Danny (horse) on curved track near tipping area||25|
|Pantygasseg Colliery on 30 June 1980 (Peter Nicholson): close up of Danny (horse), dram and collier||25|
|Pantygasseg Colliery on 30 June 1980 (Peter Nicholson): covered track and highwall||25|
|Pantygasseg Colliery on 30 June 1980 (Peter Nicholson): Danny on curved track near tipping area viewed from rear (highwall on left)||26|
|Pantygasseg Colliery on 30 June 1980 (Peter Nicholson): Danny (horse) being detached from dram||26|
|Pantygasseg Colliery on 30 June 1980 (Peter Nicholson): dram being unloaded by a younger worker||26|
|Pantygasseg Colliery on 30 June 1980 (Peter Nicholson): younger worker attempting to hold dram on descent||27|
|Pantygasseg Colliery on 30 June 1980 (Peter Nicholson): Danny with collier in dram leaving covered area||27|
|Pantygasseg Colliery on 30 June 1980 (Peter Nicholson): Danny with collier in dram entering level: old tyres providing ground support||27|
|Pantygasseg Colliery on 30 June 1980 (Peter Nicholson): Danny underground with colliier adjusting collar and bridle||28|
|Pantygasseg Colliery on 30 June 1980 (Peter Nicholson): old dram blocking a tunnel inside colliery||29|
|dram from Blaendare Colliery preserved at Risca Industrail Museum (2 views)||29|
|M & Q Form 231 for Pantygasseg Colliery filled in by Steve with eccentric date||30|
|M & Q Form 231 for Pantygasseg Colliery for 13 October 1998||30|
|introduction of conveyor on 9 and 10 March 1999 (2 forms)||31|
|final day of working by Robbie the horse (form)||31|
|Pantygasseg Colliery: sketch plans for tramways used for horse traction in 1998||32|
|Pantygasseg Colliery in spring 1982 (Alan Burgess): colour illustration: Danny hauling steel dram from level: wooden doors protect entrance||33|
|colour illustration: (Paul Jackson) in 1989: highwall viewed from above & opposite with entrance to mine: old tyres providing ground support||33|
|colour illustration: (Paul Jackson) in 1989: Danny (newer horse) with loaded dram exiting level: timber forming entrance & old tyres ground support||34|
|colour illustration: (Paul Jackson) in 1989: Danny heading towards covered area||34|
|colour illustration: (Paul Jackson) in 1989: covered area viewed from above with office and stable (old railway van body)||35|
|colour illustration: (Paul Jackson) in 1989: looking east fom entrance to colliery; tack from No. 3 mouth to covered entrance to fourth tippler||36|
|colour illustration: (Paul Jackson) in 1989: No. 3 mouth with gate at colliery entrance||36|
|colour illustration: (Paul Jackson) in 1989: No. 3 mouth with two drams constructed by Desmonds||36|
|colour illustration: (Paul Jackson) in 1991-7: Robbie hauling dram of coal from No. 3 entrance||37|
|colour illustration: (Paul Jackson) in 1991-7: Robbie hauling dram loaded with large props||37|
|colour illustration: (Paul Jackson) in 1991-7: Gremlin returning empty dram crossing road to Blaen-y-Cwm||37|
|colour illustration: (Paul Jackson) in 1991-7: Gremlin led by Steve Desmond with loaded dram lleading to tippler||38|
|colour illustration: (Paul Jackson) in 1991-7: Gremlin leaving tippler with empty dram||38|
|colour illustration: (Paul Jackson) in 1991-7: points on track leading to tippler||38|
|colour illustration: (Paul Jackson) in 1991-7: Gremlin about to negotiate points with empty tippler passing green painted corrugated cladding||39|
|colour illustration: (Paul Jackson) in 1991-7: siding with drams & greaser||39|
|colour illustration: (Paul Jackson) in 1991-7: same siding as above but viewed in opposite direction||39|
|colour illustration: (Paul Jackson) in 1991-7: Robbie with load of coal & Steve Desmond loosening door on dram ready for tippler||40|
|colour illustration: (Paul Jackson) in 1991-7: points on track leading to maintence siding & loading shovel behind||40|
|colour illustration: (Paul Jackson) in 1991-7: Gremlin approaching tippler with a load of coal||40|
|colour illustration: (Paul Jackson) in 1991-7: Gremlin with empty dram and corrugated iron protecting No. 4 Mouth behind||41|
|Graham Smith, veterinary surgeon examining Meverick with No. 4 Mouth behind in June 1992 (Steve Grudgings)||41|
|colour illustration: (John Tickner) in April 1998: Level C:: Gremlin with load of coal exiting mine||42|
|colour illustration: (John Tickner) in April 1998: Level C:: Gremlin climbing towards tipplers||42|
|colour illustration: (John Tickner) in April 1998: Level C:: Gremlin and Robbie at tipplers||42|
|colour illustration: (Paul Jackson) in December 1998: distant view of Robbie with dram||43|
|colour illustration: (Paul Jackson) on 31 January 1999: final track layout for horse haulage||43|
|colour illustration: (Paul Jackson) on 31 January 1999: final track layout for horse haulage with No. 4 Mouth behind||43|
|colour illustration: (Paul Jackson) on 31 January 1999: final track layout for horse haulage: trackk to second tippler||44|
|colour illustration: (Paul Jackson) on 31 January 1999: final track layout for horse haulage: dram on tippler||44|
|colour illustration: (Paul Jackson) on 24 May 1999 posed picture of Gremlin with Mike and Steve Desmond||44|
|colour illustration:(Steve Grudgings) in July 1992: underground showing high standard of timbering||45-6|
|diagram showing face supports||47|
fn3: draglines were named Maid
Marian and Clinchfield and imported secondhand from USA by NCB
fn4: wooden drams used for hauling waste were ex-Blaendare Colliery at Upper Race wwahere used to handle fireclay: track gauge 2ft 5in.
Malcolm Bobbitt. In the Showroom: 1948 London Motor Show and Morris
Alec Issigonis design work on which started in 1941.
|The Motor cover (October 1948) (colour)||48|
|London Motor Show Earls Court Ford stand||49|
|London Motor Show Earls Court Daimler stand||50|
|Morris Minor publicity dated April 1949 £299 plus purchase tax £83. 16. 1||51|
|Mosquito prototype EX/SX/86 of 1943||52|
|Mosquito prototype of 1945||53|
|Mosquito prototype/Morris Minor||54|
|Morris Minor with modified headlights to meet United States regulations||55|
|Morris Traveller estate car||56|
The Institute: Archive's Reviews. 56-7
Donald Healey's 8C Triumph Dolomite. Jonathan Wood. Jonathon
Turner and Tim Whitworth (publisher). Bowcliffe Hall, Branham, Wetherby,
Yorkshire LS23 6LP. 300 pp. Hardback. £75. Reviewed by Malcolm Bobbitt.
A tome packed with detailed information about the history of two individual cars is a measure of an author's skill, knowledge and research ability. In this lavishly produced edition, Jonathan Wood has excelled himself by generating a truly absorbing account of Donald Healey's quest to create for Britain via the Triumph marque an exotic sports car which would rival what was then viewed as the ultimate in sporting machines in the shape of Italy's Alfa Romeo 8C. The fact that just as the first two vehicles were built, and the adventurous project was all but consigned to history, there existed an enigma which over more than eight decades has intrigued automotive historians. The mystery surrounding the cars has been exacerbated by as much fiction as fact, and thanks to the author the history of the Dolomite has been unravelled and placed in a correct order.
In chronicling the fate of Triumph's masterpiece Jonathan Wood has uncovered a wealth of previously unrecorded information, and in the process has ventured along many avenues associated with the saga of the cars, the events and the personalities surrounding them. Thus at the commencement of the work there is an overview of Bentley's final racing days, an enthralling account of the Alfa Romeo era as well as a delightful scene recalling the golden age of British motor racing. It is Donald Healey who is at the hub of the narration, along with personalities to include Tony Rolt, Frank Warner, Tommy Wisdom, Robert Arbuthnot and others such as WaIter Belgrove who were then an intrinsic part of Britain's motoring scene. Just as important were the custodians of the cars before Jonathan Turner and Tim Whitworth, about whom there is much revealed. There's more, too, in the striking specially commissioned photography as well as the assembly of fine and mostly rare or previously unseen archive images.
The work is a major landmark in automotive history, and as a limited edition will be keenly sought after. One word is all that is needed to describe this book: magnificent!
The Yorkshire Coalfield. Christine Leveridge and Dave Fordham.
Fedj-el-Adoum Publishing, Doncaster, 160 pp. Softback. Reviewed by Ian Pope.
The sub-title of this volume: Pits and Mining Communities depicted on a selection of old postcards and ephemera, really sums up exactly the contents of this delightful work. The book is divided into five parts:
The Introduction covers the geology and history of the Yorkshire coalfield plus a resume of the postcard phenomena and the photographers to whom we should be so grateful for recording the industrial scene.
Mining the Coal looks at the collieries themselves plus marketing, transport and management.
The Mining Community which looks at housing, royal visits, disasters, the Mines Rescue Service, strikes, unionism and welfare.
A colour section of sixteen pages with tinted postcards and ephemera.
A Directory of the coalfield on postcards with opening and closing dates of each colliery featured.
The scope of the images is most impressive and reproduction is good together with informative captions. Anexcellent book giving a wonderful oversight of the coalfield and the life of the mining communities. It is also good to see some coverage of the marketing and transporting of the coal, an aspect often missed in mining histories. Recommended.
Dearne Valley collieries; communities & transport. Dave Fordham.
Fedj-el-Adoum Publishing, Doncaster, 296 pp. Softback. Reviewed by Ian
For 150 years the Dearne Valley was the centre of coal production in the South Yorkshire coalfield and names like Grimethorpe, Manvers Main and Hickleton Main became famous throughout the area. It has been described by some as the Golden Triangle in terms of the historical interest and industrial heritage. This first part of the book looks at the growth, working life and eventual closure of the eighteen collieries that were in the valley. The second part describes the mining villages that grew up alongside the collieries. Many of these are not quiet how your reviewer thought they would be looking far more village-and community like - than settlements connected with other industries in Yorkshire The third part illustra tes the transport networks of the valley that were important both in transporting the workforce to and from the collieries and the coal from the pithead to its destination. Road, rail and canal are all covered. The book features 230 illustrations, many of which have never been previously published, and here perhaps is the only slight criticism in that a number are reproduced side by side and are thus rather small leaving the reader struggling to discern detail. Overall a good book, full of well researched fact.
Waterways Journal Volume 20 The Waterways Museum Society Ltd
National Waterways Museum, Ellesmere Port 74 pp. Softback. Reviewed by Ian
We have reviewed a number of Waterways Journals over the years and each gives an interesting insight into aspects of life and work on the canal and inland waterways system. This issue is no different and contains articles on Traffic on the Upper Dee; Nationalisation and inland waterways (very apt for 2018 being 70 years since the Act was enabled); British Waterways' early involvement in leisure craft; The development of the Archive at Ellesmere Port; and a report on the recent removal of boats from Ellesmere Port. As usual the historical articles are well researched and illustrated. A favourite view being taken at Hanwell of all three forms of nationalised transport rail, road and canal. In adding to the databank of knowledge your reviewer was surprised at the early involvement of the newly-formed British Waterways in pleasure cruising and boat hire. We look forward to Volume 21.
Skimpings 2: Boring. 58-9
Four photographs of kit used to sink artesian boreholes. The plant includes a vertical boiler, a portable steam engine with a belt to a drilling rig and a very crude horizontal boiler engine with tall removable chimney. The fourth photograph shows that the pant was owned by C. Isler of London
Skimpings 3: a unique Forest roller. 60-1
Arthur Wilmot Trotter, born on 2 July 1888 was a Forest of Dean mechanical engineer built a small steam roller in 1938 from oddments (the rollers are believed to have been shafting pulleys). It was used to maintain his gravel drive. On Trotter's death in 1977 it went to the Gloucester Folk Museum.
Skimpings 4 : Sheffield. 62-3
Great Central Railway west of Sheffield Victoria station: photograph probably taken from Royal Victoria Hotel. Robinson locomotives: 0-6-0 and 4-4-0. penny lift in foreground. Shireoaks and A.I.C. coal wagons.
Skimpings 5: Small Hythe. 64
Small sailing cargo vessel at wharf on a tributary to River Rother. Vessel possibly based at Rye and owned A.W, Body. Cargo being unloaded by wheelbarrow. Ellen Terry's farm behind