Railway Archive Issues 21- (ISSN
Key to all Issue Numbers
Number 21 (December 2008)
Bath c1865. 2-4.
View from Beechen Cliff showing station with freight passing through (or shunting as it appears to be on wrong track) and down short passenger train concealed by overall roof: wonderful time telescope picture. Enlargement of station area on page 4 which gives key to date, namely the completion of St John the Evangelist Catholic Church (architect C.F. Hansom). See also letters in Issue 22 from John Horne on town gas production in Bath which had retort houses built from Bath stone, and from Tony Cooke who identifies engine shed and comments on wrong line working..
Garrett, Dan and Halliday, Don.. A 19th century
mystery painting. 5-9, also front cover
Painting reproduced in colour on pp. 6-7 and on front cover came into the public arena on the BBC's Antiques Road Show in late 2003 when it was inspected by Paul Atterbury. The owner of the picture believed that the artist was Harry Goodwin who lived in Chatham, but the curator of the Chatham Art Gallery does not consider this to be the case. Atterbury and Halliday consider the location to be Bristol (where the painting was presented to the show). Garrett suggests New Cross on the South Eastern Railway with a train coming from Bricklayers Arms. The main train is clearly not broad gauge and would have to be a Midland Railway train to be at Bristol. Nock's South Eastern and Chatham Railway (plates between pp. 32 and 33) has a picture of a Cudworth Mail engine of 1862 which is very similar to the main locomotive in the painting. This item generated much correspondence which is treated in a slightly different manner: initial tranche all in Issue 22 page 66 et seq:
Brighton not Bristol: Albyn Austin.
Pickering with 447 Class locomotive: David Burt.
Not Pickering: more southerly location: locomotive Great Western (bunk KPJ). John McCrickard
SER rather than GWR (signal box and Salter safety valves. Peter Smith
Another painting, possibly of Birmingham New Street with LNWR train and MR light engine, possibly painted H.H. Horsley. D. Hadley.
Worcester: D. Coutts
See also Issue 24 page 47.
Parkhouse, Neil. C: the first colour British railway
Lumiére Autochrome photograph taken by Claude W. Parnell in about 1920: glass colour slide shows a row of boys on the platform of Drybrook Halt. It is claimed to be the oldest railway colour photograph. Also information about the GWR Forest of Dean branch and its terminus at Drybrook Halt and about the photographer. Full list of illustrative material. Response to "first claim" from Colin Hayward and from Barry C. Lane in Issue 22 page 66. Former had attended an exhibition of the Autochrome process at Waddesdon Manor in autumn 2008 (to celebrate centenary of invention and show the Baron de Rothschild's interest in it. Amongst the photographs was one of the household's chauffeur standing on the platform at Waddesdon Manor station (Metropolitan Railway) c1910. Latter notes that British railcars by David Jenkinson and Barry C. Lane (1996) features an early colour photograph of an LYR steam railcar taken by George W. Smith in 1919 (reproduced in Issue 24 on page 46). Letter from Martin Gregory (Issue 22 page 68) critical of comments made on page 18 concerning primary colours. See also letter from Mtthew Searle in Issue 23 page 24: remarkable colour photographs of Russian railways taken circa 1910 by Sergey Prokudin-Gorsky (good article about him on Wikipedia).
|Vention Lane, Ruardean||Autochrome||10u|
|Drybrook Halt with 2021 0-6-0ST No. 2118 with auto trailer, c1908||colour postcard||11u|
|Same view in September 2008||colour||11l|
|Drybrook Halt with steam rail motor? and auto trailer in overall crimson livery||b&w||12|
|Six inch Ordnance Survey map of 1926||13|
|0-6-0ST with auto trailer c1908||b&w||13i|
|Drybrook village, c1910||tinted PC||14ul|
|Cinderford to Drybrook Halt ticket||colour||14ur|
|Drybrook village from Raurdean Hill, c1938||sepia||14m|
|Weekly workman's ticket Drybrro Halt to Bilson Junc||colour||14l|
|view towards Mitcheldean Road from above Drybrook Tunnel c1908||colour postcard||15u|
|view across Nailbridge to Harrow Hill (no shelter on platform)||colour postcard||15l|
|sandwich auto train with 2021 class 0-6-0ST possibly on initial working of 3 August 1907||b&w||16u|
|Drybrook Halt looking towards tunnel with autocar and locomotive in early 1920s||b&w||16l|
|Drybrook from Nailbridge showing Harrow Hill Colliery||b&w||17|
|Nailbridge Halt and level crossing||b&w||18|
Arlett, Mike. The Norman Lockett Archive: an introduction: the Somerset
& Dorset Railway. 19-25.
|7F 2-8-0 No. 13805 on 15.35 Bath to Evercreech Junction freight south of Midford on 20 August 1947||19|
|4F 0-6-0 No. 4422 on 15.35 Gloucester to Bournemouth leaving Combe Down Tunnel on 20 April 1949||20|
|1F 0-4-4T No. 58047 aproaching Highbridge level crossing with passenger train on 6 October 1951||21|
|West Country No. 34105 Swanage and Class 4 No. 75071 on 10.28 Manchester to Bournemouth climbing south of Chilcompton tunnel on 16 August 1958||22|
|2251 0-6-0 No. 3216 departing Evercreech Junction with 14.20 Highbridge to Templecombe on 24 February 1962||23u|
|BR Class 5 No. 73047 approaching Blandford Forum with Bristol to Bournemouth excursion on 5 August 1963||23l|
|9F No. 92220 Evening Star on 09.55 Bath to Bournemouth leaving Shepton Mallet (7F No. 53807 alongside) on 28 September 1963||24|
|8F No. 48407 climbing Parkstone Bank with 06.55 ex-Bath on 3 August 1964.||25|
S&D tailpiece: what's going on here? Norman Lockett (phot.). 25
Midford Down advance starter signal being worked by hauling on signal wire for Ivo Peters to film on 11 September 1960. Signal was about to be replaced by tubular post.
'Down Postal'. 26-8.
Fallodon Station. Alan Donaldson.
See Issue 19 page 62 upper: notes incorrect spelling on caption and adds information on Sir Edward Grey who became Chairman of the NER in 1906.
Lord Jellicoe and the Battle of Jutland. John Lusted
See Issue 19 page 2: writer considers that Turton was unjustly critical of Lord Jellicoe and in partical of his "defeat" at the Battle of Jutland, but does agree that Jellicoe failed to address the German U-boat campaign. Further Jellicoe was far from swashbuckling unlike his successor Beattie. See also response from Keith Turton in Issue 23 page 24...
More on the Hopwood Furness Railway photographs. Guy H. Wilson. 27
See illustration on page 49 of Issue 19 and letter from Les Gilpin in Issue 20 page 59: writer considers that the extra pipework on No. 94A may have been for firefighting and includes an extract from the 1 February 1915 Working Timetable which records locomotives so-fitted. See also letter from Brian Lacey in No. 22 page 66 who compares this illustration with one in Bradley's LSWR locomotives the Adams classes (1985) where there is an engraving on page 101 of portable Merryweather steam pump and a photograph of B4 class No. 94 Brittany fitted with buffer beam brackets for pump..
Pouteau South Wales companies. Cliff Harris
See Issue 20 page 65 lower notes that this was at R&SBR Swansea terminus and comments upon 30ft brake third and on 69 lower confirms that locomotive was No. 167 and not as stated in caption
More Naval gazing. Peter Griffin
See Issue 20 page 25 (aerial view of Forth Bridge (dated "1930"): the class of the main vessel was a Bellerophon battleship: these were in service between 1909 and 1922 (complete list given), hence date was not "1930"
More Naval gazing. Alan Cobb
See Issue 20 page 25 (aerial view of Forth Bridge (dated "1930") : the class of the main vessel was a Bellerophon battleship and based on the paint scheme was probably HMS Temeraire, further the other vessel appears to be a German (reparation) destroyer: thus date was probably mid-1920.
More Naval gazing. M.R. Grocock
See Issue 20 page 25 (aerial view of Forth Bridge (dated "1930") also agrees the class of the main vessel was a Bellerophon or Str Vincent battleship. Refereing to Pouteau listing Issue 20 page 64 lower: states that locomotive was painted Victorian Brown..
More on Crewe Station. David Patrick
See Issue 20 page 63 suggests that date was 1904-6 as was period of Crewe station extensions. John Alsop response in Issue 22 page 68.
A Wirral Pouteau correction. Ted Lloyd, 28
See illustration in Issue 20 page 70: location not as stated but near Warren Halt between New Brighton and Wallasey Grove Road (see John Gahan's Steel rails to Deeside). John Alsop response in Issue 22 page 68
North London and L&NWR matters. Huw Edwards
See Issue 20: 41 upper: not Carlisle Upperby but north of Watford Junction: page 60: not Hampstead Heath, but located between West Hampstead and Brondesbury stations, and 41 lower (D class No. 2551): states post May 1925 (LMS number not applied until October 1927)
John Alsop replies to letters in RA20. John Alsop
In general agrees with suggestions made by R. Hawkins, M. Dunn, Roger Horn in Issue page 20, but not with Michael Harvey (Haymarket not Tweedsmouth)
Cadeleigh and Bickleigh Stations a trap! John Alsop
See Issue 19 page 79 top: not Bickleigh (now illustrated as in c1908), but Cadeleigh: see also letter from D. Coutts in Issue 22 page 67 which notes the presence of a cordon on the rear of the train at Cadeleigh station.
Swieszkowski, Jerzy M. Great Eastern Railway ships
in WWl (Follow Up 1). 29-31
See Issue 17 page 71 et seq: services to the Hook and Antwerp ceased shortly after the start of WW1, but a cargo service to Rotterdam was maintained and this was the main route for Red Cross parcels for prisoners of war on both sides. If refugees were brought back then these had to be landed at Gravesend (then Tilbury from March 1916, and the East India Dock from July 1918) as Harwich was under Naval control and closed to foreigners. To maintain the service in the latter stages of the War the GER had to charter vessels owned by other railways (GCR and LYR) and from shipping companies. The Vienna was requistioned by the Royal Navy on 29 August 1914 for use as an accommodation vessel at Parkeston, was converted to a Hospital Ship making a Newhaven to Boulogne to Southampton crossing on 24-27 December 1914 and was then converted to a Q ship Antwerp based at Devonport from 1 January to 28 April 1915. As her coal consumption was very high she was operated as a personnel ferry from Longhope, Scapa Flow. There tables which summarise GER ship activity during WW1 and vessels chartered. Illus: Tilbury Pier c1912; Great Eastern Royal Mail steamer Vienna (official postcard posted in 1904); GCR SS Marylebone with single funnel and triple expansion engine (firtst vessel to return to Antwerp in 1919); GCR Dewsbury in dry dock at Grimsby (previously publised in Archive, 1997 (13) page 37) to illustrate shores. See also letter from John Alsop (Issue 22 page 68) which disputes caption to first illustration: diverted Great Eastern services would have used Tilbury Dock, not Gravesend ferry landing as shown..
Parkhouse, Neil. The Forest of Dean Central Railway:
Wallsend Colliery, Howbeech (Follow Up 2). 32.
See feature in Issue 12 page 29 et seq. Wallsend Collery at Howbeech in 1919 (from private photographic album) plus two further views of headgear/winding gear possibly Blackpool Pit in same area.
Treloar, Peter. The locomotives of William Dean. Part
Part 1 Issue 20 page 2 et seq. Part 3 Issue 22 page 55.
|0-4-2T No. 3523||33|
|broad gauge 0-4-2ST No. 3541 at Plymouth||34|
|broad gauge 0-4-4T No. 3560||35|
|4-4-0 (ex-0-4-4T) No. 3534||36u|
|4-4-0 (ex-0-4-4T) No. 3524 with Belpaire firebox and domeless boiler||36l|
|broad gauge 2-4-0 No. 14||37u|
|481 class renewal 2-4-0 No. 591||37l|
|3206 class Barnum 2-4-0 No. 3224||38|
|3206 class Barnum 2-4-0 No. 3225 with domeless Belpaire boiler||39u|
|1701 class 0-6-0PT No. 1855||39l|
|0-4-4T No. 34 at Penzance shed when adjacent station||40u|
|broad gauge 2-2-2 No. 3028 piloting 8ft single Courier on Cornishman at Paddington on 14 April 1892 (T.F. Budden)||40m|
|4-2-2 No. 3031 Achilles at speed on Goring troughs||40l|
|2-2-2 No. 3006 Courier||41u|
|4-2-2 No. 3019 Rover at Wetsbourne Park||41l|
|2-4-0 No. 3233||42|
Greaves, Jim. Stoppers, locals & specials: the Southern Railway
of the 1930s from the camera of S.A.W. Harvey. 43-50.
|three L class 4-4-0 hauled trains with consecutive number duty boards wait to leave Charing Cross on late Saturday afternoon in summer 1929||43|
|C2X 0-6-0 (B549?) hauling former LSWR milk vans at Herne Hill c1930||44u|
|C class 0-6-0 No. A271 hauling troop train with horseboxes and cattle trucks for horses passing Beckenham Junction in 1929||44l|
|L class 4-4-0 No. 1775 hauling troop train with equiment at rear and birdcage baggage van at front at Petts Wood in late 1930s||45|
|C class 0-6-0 No. 1721 hauling three coach birdcage set at Maidstone East (on 13.35 ex-Victoria) on 29 June 1935||46u|
|H class 0-4-4T hauling three coach birdcage set passing Warren Halt en route to Dover||46l|
|J class 0-6-4T No. A596 on up local near Petts Wood||47u|
|D class 4-4-0 No. 1738 on up pasenger train near Petts Wood||47l|
|D1 class 4-4-0 No. A735 in Victoria Station||48u|
|E1 class 4-4-0 No. A179 on down Ramsgate train passing Herne Hill with two three coach birdcage sets||48l|
|L1 No. A753 passing Herne Hill with 14.05 Victoria to Ramsgate with ex-LSWR 1880 arc roof 46ft coach at front||49u|
|L1 No. A755 passing Beckenham Junction with 14.05 Victoria to Ramsgate with ex-LCDR 45ft tricomposite and LSWR 3rd at front||49l|
|F1 class 4-4-0 No. A240 at St Mary Clay Junction with Maidstone line train formed of LBSCR stock||50|
Alsop, John. Pouteau listings Part 21: The South Eastern & Chatham
|B class 4-4-0 No. 446 in Folkestone Warren with a light train||51|
|F class 4-4-0 at Redhill with a horsebox||52|
|O class 0-6-0 No. 375 on turntable at Bricklayers Arms||53|
|B class 4-4-0 No. 440 being coaled with O class No. 391 behind at Bricklayers Arms||54u|
|F1 class 4-4-0 No. 94 on Redhill shed||54l|
|F class 4-4-0 with GWR double-ended tricomposite clerestory slip coach (for Birkenhead to Dover through coach) at Redhill||55u|
|H class No. 540 in workshop grey||55l|
|G class (ex-GNoSR) 4-4-0 No. 677 with officials||56u|
|E class Kirtley 0-4-2WT No. 84 (ex Arran)||56l|
|LCDR Echo class 4-4-0 No. 28 on Longhedge turntable||57u|
|former LCDR 0-4-4T No. 570? with party in front from Railway Club?||57l|
|F class 4-4-0 with GCR and GWR through coaches on up train at Westenhanger||58u|
|Q class 0-4-4T No. 16||58l|
|Q class 0-4-4T No 359 in Cnannon Street staion||59u|
|D class 4-4-0 No. 728 on boat train (note container wagons and birdcage baggage van at front at Beckenham Junction?||59m|
|steam rail motor (railcar) No. 4 (Kitson 4377/1906)||59l|
|118 class 2-4-0 No. 230 and R class 0-4-4T in old Charing Cross station||60u|
|E class 4-4-0 No. 275 on boat train (baggage containers at rear) near Marden||60l|
|F class 2-4-0T No. 519 (former LCDR Sondes class) at Sheerness with birdcage brake||61u|
|Acis class 0-6-0 Phyllis following accident on 25 January 1877 at Nunhead||61l|
|LCDR 4-4-0 Echo||62|
|E class 4-4-0 No. 160 at Dover on a boat train||63u|
|O class 0-6-0 No. 281||63l|
|A1 classs 0-4-4T No. 632 with train mainly of four-wheel coaches at Grosvenor Road||64|
Arman, Brian. The H.L. Hopwood Collection, 1901-1926. Part 3. The
Glasgow & South Western Railway. 65-70.
In following table: Stirling implies James Stirling and Drummond implies Peter Drummond.
|Stirling 4-4-0 as rebuilt by Manson No. 20 at Glasgow St Enoch in May 1911||65|
|Stirling 0-4-2 No. 253A at Glasgow St Enoch in May 1911||66|
|Stirling 0-4-2 No. 649 (former 275) at Stranraer on 10 July 1920||67u|
|Stirling 119 class 4-4-0 No. A128 at Glasgow St Enoch in May 1911||67l|
|Smellie 153 class 4-4-0 (Wee Bogie) No. 86 at Dumfries on 24 May 1914||68|
|Manson class 8 4-4-0 No. 190 leaving Carlisle on 3 June 1911||69u|
|Drummond 137 class 4-4-0 No. 330 in Carlisle Citadel on14 August 1920||69l|
|Manson 17 class 0-6-0 No. 24 leaving Carlisle on freight on 3 June 1911||70|
Alsop, John. Wish you were here: railway postcards of Lanarkshire.
71-80 and rear cover
|Dawsholm station with worforce on platform and Naval Ambulance Train along both sides||72u|
|Maryhill Caledonian Railway station with four locomotives and three trains, c1910||72l|
|Shettleston station with train arriving from Glasgow||73u|
|Whifflet NBR station with Whifflet Low Level (CR) behind, c1930||73m|
|NBR 0-6-0 with painted Celtic Cross fallen into subsidence on former Monkland Railway, north of Shotts, near Baton Colliery see also letter from Ian J. Gray in Issue 22 page 68 which includes OS 25 inch (1912) map of area and notes that Batonrigg is now site of HMP Shotts.||73l|
|CR 4-4-0 No. 67 arriving Shotts station on express (Pullman car just visible), c1906: see also letter from Ian J. Gray in Issue 22 page 68 which mainly notes changes which have occurred since.||74u|
|NBR train arriving Westcraigs on Bathgate line, c1910||74l|
|Chapelhall station (CR), c1910||75u|
|Royal Naval Ambulance Train No. 2 (LNWR) at Wishaw Central in 1918: see also letter from Ian J. Gray in Issue 22 page 68 which notes a temporary fence and that OS maps indicate that the bay platform was larger than visible.||75m|
|Carluke station c1914||75l|
|Dunsyre station on CR Dolphinton branch, c1904||76u|
|Dolphinton station NBR||76m|
|Dolphinton station CR with passenger train departing||76b|
|CR 4-4-0 No. 889 in Symington station, c1904||77u|
|Abington station decorated for arrival of King Edward VII on route to Glengonnar House in 1906||77l|
|Elvanfoot station (with Leadhills branch train just visible), c1904||78u|
|Tillietudlem station, c1905||78m|
|Blackwood station opened 1 July 1905 (c1914)||78l|
|Lesmahagow station under construction c1905||79|
|Lesmahagow station recently completed 1905||79i|
|Thornton Hall (Thorntonhall) station on East Kilbride branch c1910||80|
|Strathaven Central station on opening day 1 October 1904 with CR 0-4-4T (coloured PC)||rear cover u|
|CR 0-4-4T No. 172 on passenger train at Leadhills in 1904 (coloured PC)||rear cover l|
Number 22 (March 2009)
Newquay Harbour, c1900 with saailing ships at jetty and GWR wagon. inside
front cover upper
Newquay Branch terminus: aerial view c1930. inside front cover lower
After closure of harbour branch: course of line visible from Goods Station.see also letter from Mike Lewis on page 58 of Issue 23 who states that the magnificent passenger station shown has degenerated to a travesty "served" by Worst Great Western.
Par Harbour 1874. 2-3
With broad gauge wagons
Hadley, D, Minnis, John and Parkhouse, Neil.
New light on the Cornwall Minerals Railway. 4-14
Cornwall Minerals Railway was formed by William Richardson Roebuck who arrived in Cornwall from London in 1870 with a fortune he wished to invest in railways and local industry and acquired the estate of Joseph Austen Treffry who had built Par Harbour which began to accept ships in 1833, but was not complete until 1840. This was linked to the hinterland by a canal of two miles to Ponts Mill where there was a 1 in 9 incline, known as Carmears Incline. At the head of the incline a tramroad served quarries, clay pits and mines between Luxulyan and Bugle. The works included a viaduct across the Luxulyan Valley. In the north there was a tramroad from St Dennis to Newquay harbour. Roebuck set about converting Treffry's system of tramways into the Cornwall Minerals Railway. This included an extension through the St Pinnock Tunnel to Fowey where there was a deep water port which had been reached by the Lostwithiel & Fowey Railway (see letter from Geoff Sheppard (Issue 23 page 58) which corrects information in text (stated to be due to errors in Macdermot) and corrects caption on page 11 below)). Further corrections concerning motive power in letter from Michael Messenger in Issue 24 page 67. (there had been an agreement with the Cornwall Railway to work the line, but the CR claimed that the L&FR was incomplete and a small locomotive was supplied by William West a directpr of both the L&FR and the Newquay & Cornwall Junction Railway). Established headquarters at St Blazey with roundhouse to service six-coupled back-to-back locomotives, some of which were to eventually work on the Lynn & Fakenham Railway. Many of the works were constructed by Sir Morton Peto, and the collapse of the mineral industry led to the financial ruin of Peto. Mention is made of The Treamble branch constructed to serve The Cornish Consolidated Iron Mines Corporation workings. Part of this branch subsequently was incorporated into the Newquay and Chacewater branch..
|Par harbour: Ordnance Survey 1881 25 inch map||4|
|St Blazey rounhouse under construction in 1874 with Treffry's Canal in foreground.||5|
|Headquarters of Cornwall Minerals Railway nearing completion in 1874 (also enlargement of CMR wagon)||6|
|Headquarters of Cornwall Minerals Railway nearing completion in 1874; also shows Treffry's Canal||7|
|St Blazey Ordnance Survey 1881 25 inch map showing roundhouse||8|
|Wagon works with new CMR wagons and wagons probably intended for use in the works.||9|
|Envelope which had held photographs||9|
|Back-to-back 0-6-0T No. 17* near St Blazey works. See also letter from Peter Jones in Issue 23 p. 58 stating mileages of CMR locomotives Nos. 1-9 when taken over by GWR in April 1877.||10|
|Caption states view of Fowey shows preparatory work for power station, but Geoff Sheppard (Issue 23 page 58 states removal of part of the headland at Carne Point circa 1893 in preparation for the connection of the CMR with the old L&FR line in 1895||11|
|Carne Point with disused broad gauge track of Lostwithiel & Fowey Railway (Frith photograph)||12|
|Inspection vehicle (broad gauge trolley) on Lostwithiel & Fowey Railway crossing timer structure||13|
|Map of Cornwall Minerals Railway||14|
*designed Francis Trevithick and constructed Sharp Stewart in 1873/4: subsequently sold to Lynn & Fakenham Railway.
Greaves, Jim. Locos on shed: the Southern Railway of the 1930s from
the camera of S.A.W. Harvey, 15-22.
Sidney Arthur Willis Harvey (Arthur) died suddenly at the age of 52 in 1964. He had worked in the Post Office and was a member of the Stephenson Locomotive Society. His photographs were published in the Southern Railway Magazine and Railway World. He was an ethusiastic recorder of locomotive performance and Nock published some of his records in Locomotives of R.E.L. Maunsell and in Southern steam. The Railway Performance Society hold his logs on its database.
|S class 0-6-0ST No. 1685 at Bricklayers Arms||15|
|U class No. A629 modified to burn puverized fuel at Eastbourne on 21 February 1932||16|
|N class No. 1842 without smoke deflectors, c1932||17u|
|N1 class No. 822 with Holcroft derived valve gear and without smoke deflectors||17l|
|Z class No. 951||18u|
|R class 0-6-0T No. A336 at Ashford in 1932?||18l|
|R class 0-6-0T No. A124 with shorftened chimney for Canterbury & Whitstable line||19u|
|R1 class 0-6-0T No. 1069||19l|
|P class 0-6-0T No. A325||20u|
|H class No. 1500 at Bricklayers Arms||20l|
|E class No. 1159 at Bricklayers Arms||21u|
|R class 0-4-4T No. 1672||21l|
|Kirtley T class 0-6-0Ts Nos. 1600, 1602 and 1604 at Bricklayers Arms. See also letter from Bill Aves in Issue 23 page 58 noting similar H.C. Casserley photograph.||22u|
|D class No. 1740 at Tonbridge on 21 May 1939||22l|
Arman, Brian. The H.L. Hopwood Collection, 1901-1926. Part 4. A first
visit to the South Eastern & Chatham Railway. 23-8.
|0-4-2 No. 460 (Sharp Stewart 1861) at Rochester on 28 June 1902||23|
|Cudworth 2-4-0 No. 506 at Rochester on 28 June 1902||24|
|Martley 0-4-2WT No. 555 at Longhedge in 1902?||25u|
|Martley 4-4-0 No. 488A (based on Crampton Flora) at Longhedge on 27 September 1902||25l|
|Cudworth 118 class 2-4-0 No. 221A at Redhill on 24 May 1902||26|
|Ironclad 2-4-0 No. 278 at Redhill on 24 May 1902||27u|
|Stirling O class 0-6-0 No. 248 at Redhill on 24 May 1902||27l|
|Stirling F classz 4-4-0 No. 192 at Redhill with six-wheel carriage||28|
Alsop, John. The railway photographs of E. Pouteau. Part 22:
Finalé General update & index. 29-46.
Amendments to lists; slightly more information about Pouteau (he appears to have taken some photographs), and other photographic publications: shipping, London street scenes (extremely rare), and one hospital ward.
|GCR Class 2 No. 561 (built Kitson for Manchester Exhibition of 1887) passing Halewood (CLC) c1904||30u|
|CR Class 171 No. 177? at Dalry Road||30l|
|Garstang & Knott End Railway 0-6-0ST New Century (J.M. Tomlinson): e-mail from Alan Cliff (Issue 23 page 58) states not New Century, but Jubilee Queen and corrects location to Garstang Town.||31|
|GER D56 class 4-4-0 No. 1811 at Brentwood on down express||32u|
|GER S44 Class 0-4-4T with conensing gear at Stratford shed, pre-1912||32l|
|GNR C1 Class 4-4-2 with up express passing Holloway & Caledonian Road c1908||33u|
|GNR Cl;ass 126 0-4-WT No. 122A in Boston repair shop||33l|
|GNR 2-4-0 with train of six-wheel stock just north of Potters Bar: see letter from Norman Hill (Issue 23 p. 58)||34|
|Two matchboard-style GWR steam railmotors (railcars), one being No. 7, at Plymouth Millbay||35|
|GWR 157 Class 2-2-2 No. 157 probably on Westbourne Park shed||36t|
|GWR 2201 Class 2-4-0 No. 2209||36m|
|GWR 28XX 2-8-0 No. 2826 at Weymouth with 31XX 2-6-2T No. 3152 on 15 May 1907||36b|
|GWR 4-4-0 with early Churchward domeless boiler leavind Didcot with down passenger train||37u|
|GNR (Ireland) RT Class 0-6-4T No. 23 probably in Belfast||37l|
|LBSCR B1 Class 0-4-2 No, 192 Jacomb Hood passing Spatham Lane crossing heading towards Keymer Junction||38u|
|LBSCR E5 Class 0-6-2T running as 2-4-2T No. 585 Crowborough||38l|
|LNWR 5ft 6in 2-4-2T No. 340||39u|
|LNWR 19 inch goods hauling passenger train over Hest Bank troughs||39l|
|LNWR Whitworth, Waterloo or Small Jumbo 2-4-0 No. 1163 John O' Gaunt: see also letter from Harry Jack in Issue 23 page 24 who suggests Peterborough LNWR shed as location and comments upon punctuation of name||40|
|Liskeard & Looe Railway Sandplace station (note flat-bottom track spiked to sleepers)||41t|
|Liskeard & Looe Railway approach to Looe||41m|
|LSWR K10 Class 4-4-0 No. 145 with cross tubes in firebox in Bournemouth Central station||41b|
|LSWR X6 Class 4-4-0 No. 658 in Bournemouth West station (MR rolling stock behind)||42t|
|Maryport & Carlisle Railway 0-4-2 No. 3 passing Currock shed on passenger train for Marport: 2-4-0 No. 10 on shed||42m|
|Maryport & Carlisle Railway 0-4-2 No. 4 waiting to leave Carlisle (note horseboxes)||42b|
|Glenfield Tunnel (Leicester & Swannington Railway): Leicester portal||44u|
|West portal of Totley Tunnel and part of Grindleford station||44l|
|Northern Railway of France 4-4-2 No. 2.651 at Boulogne? with boat train with baggage containers||45u|
|German 4-4-0 numbered 130 at Berlin Anhalter||45l|
Fly shunted [Birkenshaw station with Rowntree's special train]. 46.
Hauled by former GCR Class 8N 4-6-0 (LNER B6) 4-6-0 with headboard (logo Plain Mr York of York, Yorks), but why would Rowntree's employees wish to be conveyed to Birkenshaw & Tong?
Christensen, Mike. The golden years of Adlestrop.
Adlestrop station was immortalised by the poet Edward Thomas. The station was on the Oxford, Worcester & Wolverhampton line and opened as mixed gauge in June 1853. The station was originally Addlestrop & Stow Road, the Addlestrop. The station closed to passenger on 3 January 1966. The pictures were taken in the 1900s when traffic was at its peak.
|Adlestrop station looking towards Worcester c1906||47|
|Adlestrop station: Ordnance Survey 25 inch map 1900||48|
|Adlestrop station: original OWWR signal box and its replacement||48i|
|Adlestrop station: replacement signal box: movable forge for point rodding see also letter from Mike Lewis on page 58 of Issue 23 concerning hoop visible on bench||49u|
|Adlestrop station: replacement signal box: timber frame under construction||49l|
|Adlestrop station: replacement signal box almost complete in summer 1906/07?||50u|
|Adlestrop station: porter||50l|
|Adlestrop station: station, stationmaster's house and goods shed (Frank Packer)||51|
|Adlestrop station: view in up direction towards Oxford (also poem)||52|
|Adlestrop station: view in down direction towards Worcester (shows passenger crossing)||53u|
|Adlestrop station: stationmaster's house||53l|
|Adlestrop station: wedding party with motor car c1910||54t|
|Adlestrop station: stationmaster in family photograph||54bl|
|Adlestrop station: foreman and workman from signal box gang||54br|
Treloar, Peter. The Locomotives of William Dean. Part
Part 2 see Issue No. 21 page 33.
|Armstrong class No. 7 Armstrong at Bristol Temple Meads||55u|
|Armstrong class No. 16 Brunel with domeless parallel Belpaire boiler at Bath||55l|
|3252 or Duke class No.3289 Trefusis (straight nameplate) at Westbourne Park||56|
|Duke class No.3329 Thames (straight nameplate on Belpaire firebox) at Exeter c1902||57u|
|2-4-0 No. 70 Dart||57l|
|4-6-0 No. 36 with wide raised firebox||58u|
|Badminton class 4-4-0 No. 3309 Shakespeare||58l|
|4-4-0 No. 3312 Bulldog with domed Belpaire boiler and straight nemplate on firebox||59|
|4-4-0 No. 3310 Waterford with domeless Belpaire boiler and oval combined number and nameplate||60u|
|2721 Class 0-6-0ST No. 2748||60l|
|4-4-0PT with with Belpaire firebox No. 1490||61t|
|Bulldog 4-4-0 No. 3348 Titan with domeless Belpaire boiler and oval combined number and nameplate at Teignmouth in 1902||61m|
|Kruger 4-6-0 No. 2601 with Belpaire boiler with combustion chamber and piston valves||61b|
|Atbara class 4-4-0 No. 3394 Adelaide with domeless Belpaire boiler and oval combined number and nameplate||62u|
|Bulldog class 4-4-0 No. 33258 Godolphin with domeless Belpaire boiler and oval combined number and nameplate||62l|
|Aberdare 2-6-0 No. 2626 with domeless Belpaire parallel boiler||63u|
|2-4-2T No. 3620||63l|
|0-6-4CT No. 18 Steropes with jib extended||62|
|Kruger 2-6-0 No. 2602 with Belpaire firebox and combustion chamber||63u|
|4-6-0 No. 100 William Dean with parallel boiler||63l|
'Down Postal'. 66-8
Poles apart. Keith Fenwick.
See Issue 8 page 46 and Issue 9 page 63 for letter from Keith Fenwick. Based on information provided by Mick Nicholson who contacted a retired signal lineman the distance between telegraph poles was normally 60 yards, reduced on tight bends. The LNER Red Book has a chapter on pole routes. Based on the train on Sharnbrook Viaduct the poles must have been 95 yards apart leading to a high risk of wind damage to the wires..
More on FR 0-4-0ST No. 94. Brian Lacey
See illustration on page 49 of Issue 19 and letter from Guy H. Wilson in Issue 21 page 27 who compares this illustration with one in Bradley's LSWR locomotives the Adams classes (1985) where there is an engraving on page 101 of portable Merryweather steam pump and a photograph of B4 class No. 94 Brittany fitted with buffer beam brackets for pump..
Dean plaudit and a Jellicoe query, Tony Cooper
Congratulations on William Dean series (began Issue 20 page 2 and ends herein); also query on Welsh coal for Royal Navy (See Issue 19 page 2: Jellicoe series letter writer appears to have missed the essential nature of Welsh coal: its smokelessness.)
Jellicoe trains on the L&NWR. Keith Fenwick.
See Issue 20 page 21 et seq: states that 1916 working timetable was very similar
The first colour railway photograph. Colin Hayward
See Issue 21 page 10 et seq: writer had attended an exhibition of the Autochrome process at Waddesdon Manor in autumn 2008 (to celebrate centenary of invention and show the Baron de Rothschild's interest in it. Amongst the photographs was one of the household's chauffeur standing on the platform at Waddesdon Manor station (Metropolitan Railway) c1910.
The earliest colour railway photograph... and another mystery solved. Barry C. Lane
See Issue 21 page 10 et seq: British railcars by David Jenkinson and Barry C. Lane (1996) features an early colour photograph of an LYR steam railcar taken by George W. Smith in 1919. Also notes that George Hughes, CME of the LYR from 1905 and subsequently of LMS practiced colour photgraphy as a hobby (but only examples seen were of nature subjects). Also identifies location of photoraph in Issue 18 page 36, namely Leeds Central. This was subject of letter by Lane in Issue 19 page 70...
That painting is it Brighton?... Albyn Austin
See Issue 21 page 5: Brighton, not Bristol. Also refers to Issue 21 page 10 et seq: British railcars by David Jenkinson and Barry C. Lane (1996).
...No its Pickering! David Burt
See Issue 21 page 5: long jusatification for Pickering, but see following
Oh no it isn't. John McCrickard.
See Issue 21 page 5 and above: not Pickering, and argues for more southerly location and Great Western locomotive.
And yet more thorts! Peter Smith. 67
See Issue 21 page 5 and argues that signal box (both type and colour) suggest SER rather than GWR
Another painting. D. Hadley.
See Issue 21 page 5 and introduces a futher watercolour with suggestion that might be an imaginative view of Birmingham New Street with LNWR train and MR light engine (both locomotives painted green). Perhaps painted by H.H. Horsley.
A few notes on back Issues and its Worcester! D. Coutts.
See Issue 19 page 71: Tiverton station en fête due to Tercentenary of Blundells School; see also Issue 20 plate 27: notes the rarely photographed multi-tank cordon behind the locomotive; and Issue 21 page 28 (letter from John Alsop): notes the presence of a cordon on the rear of the train at Cadeleigh station, and suggessts Worcester for the painting Issue 21 page 5
The painting Victorian progress! John Hill.
Issue 21 page 5: convinced that the main locomotive shown is a Beyer Peacock product; dismisses broad gauge, and NER 447 class, and suggests painting based on "Victorian progess": KPJ remains convinced that this is a Continental Mail train.
Bath c1865 and the Gas Works. John Horne.
See Issue 21 pp. 2-3: town gas production in Bath which had retort houses built from Bath stone; also comment on subsequent gas production plants and distribution centres in City.
Bath station overall roof and its engine shed. Tony Cooke. 68
See Issue 21 pp. 2-3: dentifies engine shed and comments on wrong line working..
Colour vision. Martin Gregory.
See Issue 21 page 10 et seq: critical of comments concerning primary colours.
Some comments on Pouteau corrections. John Alsop.
Happy with D. Patrick's suggestions (letter Issue 21 p. 27) on illustration in Issue 20 p. 63, but less happy with Ted Lloyd's observations (Issue 21 page 28) on illustration in Issue 20 page 70. Agrees with Watford as location for photograph page 41 upper in Issue 20. and Issue 21 page 29: disputes caption to first illustration: diverted Great Eastern services would have used Tilbury Dock, not Gravesend ferry landing as shown...
Railway postcards of Lanarkshire. Ian J. Gray.
See photograph in Issue 21 page 75 middle: notes a temporary fence and that OS maps indicate that the bay platform was larger than visible; also page 74 upper: subsequent changes at Shotts station. Illustration on page 73 lower (derailed locomotive): on former Monkland Railway, north of Shotts, near Baton Colliery includes OS 25 inch (1912) map of area and notes that Batonrigg is now site of HMP Shotts. Remarks concerning Baton Colliery led to Michael Dunn (Issue 23 page 24) submitting two wagon labels rescued from Muir of Ord goods shed..
Swift, Peter H. The L&SWR 'G6' Class. 69-80.
Adams introduced the G6 class for shunting in 1894: it was closely based on his O2 design of 0-4-4T. 24 further locomotives were built by Drummond. The class shared the O2 boiler, but many were fitted with secondhand Adams' boilers which had been fitted to Beattie locomotives. The class carried a great variety of boilers, including more than one type of Drummond. Work included acting as bankers between Exeter St Davids and Queen Street.
|330 Class 0-6-0ST No. 161 supplied Beyer Peacock (2130/1882) at Nine Elms c1910||69|
|B4 Class 0-4-0T No. 94||70|
|O2 Class 0-4-4T No. 208 at Bournemouth West with Salisbury train c1900||71u|
|Beattie 2-4-0WT No. 33 Phoenix at Wimbledon c1880||71l|
|Former Beattie 2-4-0WT rebuilt as 2-4-0 No. 0196||72u|
|G6 Class 0-6-0T No. 262 at Staines in 1890s (interesting open wagons and road van on carriage truck)||72l|
|G6 Class 0-6-0T No. 160 at Nine Elms c1900 (secondhand boilerfrom Beattie Vesuvius class 2-4-0 No. 040)||73|
|G6 Class 0-6-0T No. 263 at Easton, Isle of Portland with short freight in August 1901||74|
|G6 Class 0-6-0T No. 261 at Exeter Queen Street||75|
|G6 Class 0-6-0T No. 262 at Exter St Davids station, c1905||76|
|Drummond G6 Class 0-6-0T No. 273 at Exmouth Junction||77|
|Southern Railway G6 Class 0-6-0T No. E272 at Feltham shed||78|
|Southern Railway G6 Class 0-6-0T No. E278 at Exmouth Junction||79|
|Southern Railway G6 Class 0-6-0T No. E354 at Nine Elms||80u|
|Southern Railway G6 Class 0-6-0T No. 261 with long Drummond boiler||80l|
Conway Castle c1875. inside rear cover.
Carte-de-visite type of photograph shows (1) Castle; (2) portal to tubular bridge and (3) LNWR 0-6-0 (probably DX class) or 2-4-0 shunting freight train. Comments by Harry Jack incorporated within caption. Letter from Nigel Nicholson (Issue 23 page 24) notes huge hole in Bakehouse Tower subsequently repaired by LNWR in 1887.
Number 23 (June 2009)
Edwards, Justin. Swindon GWR gas works. 2-23.
Town gas was probably first produced as a by-product from the production of coke for burning on locomotives at Swindon in April 1842; and this was followed by a coal gas plant in 1844. Little is known about these plants, but in 1876 new works were established with horizontal retorts, and these were followed by additions to enhance productivity. In the early 1920s aa new vertical retort house was installed by Robert Dempster & Sons of Elland. Note from Justin Edwards on final demise of No. 5 gasholder in September 2012.
|Aerial view showing gas holders, and retort houses: photographed probably in 1950s||2|
|1860 plan of first gas works and early gas holders||3|
|Elevation of west side of first purifier house drawn in 1876||4u|
|Front elevation (east) of meter house dated 1888||4l|
|Side elevation and plan for extension to retort house dated 1888||5u|
|1876 photograph of gas works manager's house adjacent to gas holders with retort house behind||5l|
|Side and end elevations of second purifier house dated 1903||6|
|Panorama c1904 showing oil gas works, high pressure storage tanks, oil gas purifiers with 1876 retort house behind||7u|
|Coke wharf and south end of 1876 extended retort house in c1904||7l|
|East and west elevations of methane hydrogen plant installed in 1906||8u|
|Photographs (3) of interior of methane hydrogen plant (GWR Magazine 1913)||8l|
|Scrubbers with condensers behind (GWR Magazine 1913)||9ul|
|Photographic sequence (7 images) showing construction of No. 4 gas holder (GWR Magazine 1908)||9ur|
|Panorama from top of No. 4 gas holder showing other gasholders (GWR Magazine 1913)||9ll|
|Gas fired tyre heating furnace (GWR Magazine 1913)||9lr|
|Five photographs of gas producer plant installed at Saw Mills including 350 BHP Campbell gas engine coupled to dynamo (GWR Magazine 1913)||10u|
|Cross section drawing of benzol plant prepared in 1916||10l|
|Partially complete new retort house on 25 July 1921 (GWR Magazine 1924)||11|
|1922 retort house side section drawing prepared Dempster's February 1920||12u|
|1922 retort house under construction: south end; settling tanks in foreground (GWR Magazine 1924)||12l|
|1922 retort house end section drawing prepared Dempster's February 1920||13u|
|Ground floor of retort house looking north: coke conveyor (GWR Magazine 1924)||13m|
|Top of retort benches (GWR Magazine 1924)||13l|
|Panorama of gas works (GWR Magazine 1924)||14u|
|Retort house ready for acceptance with contractor's advertising board still in place (GWR Magazine 1924)||14l|
|West side of new coke plant looking south in August 1922: settling tanks in foreground: hopper wagons and oil gas works||15|
|Retort house looking towards south east in August 1922: hopper wagon in foreground painted to work between Wombswell Main Colliery and Gas Works||16|
|South end of coke plant looking north: gravity bucket conveyors clearly visible||17|
|Wm Butler & Co. (Bristol) Ltd Tar Distillers tar tank wagon No. 64 (supplied Chas. Roberts 1932)||18|
|Plan of gas works 1926||19|
|Swindon station with Churchward 4-4-0 and gas lights, pre-WW1||20u|
|Works: Bristol Street entrance with children attired for fun day c1914 and gas lights||20l|
|Trip holiday passengers and train formed with clerestory coaches, also gas lights, c1910||21|
|Machine & fitting shop for A shop: gas torches on benches||22u|
|K shop (coppersmiths) with coke hearths||22m|
|90XX Nos. 9012 and 9018 outside Stock Shed on 22 April 1956 with 1922 gasworks and No. 5 gasholder behind (W. Potter)||22l|
|Withdrawn County class 4-6-0s with 1876 retort house and No. 5 gasholder behind on 3 May 1964 (W. Potter)||23u|
|Withdrawn 94XX class (including No. 8408) with 1922 structure behind on 22 November 1959 (Barry D. Cull)||23l|
Down Postal [correspondence]. 24; 58.
Stretton v Ahrons. Mike Barnsley.
Refers to correspondence from Harry Jack and Kevin Jones in Issue 17 (and other correspondence following thereon) concerning the unreliability of C.E. Stretton, and writer now extends the partial condemnation of earlier writers to Ahrons, both to The British steam railway locomotive and Locomotive & train working in the late 19th century (Volume 4). The writer's specific criticism relates to Ahron's comments upon the standard gauge single-Fairlie acquired by the Swindon, Marlborough & Andover Railway where there is a photograph (Figure 292) and extensive description on page 224 of the former, and to the implications in the latter that the locomotive was the first British locomotive to be fitted with Walschaerts valve gear (it was the second) and was totally unreliable due to the Walschaerts valve gear, rather than to difficulties with leakage from the steam pipe to the cylinders. Writer notes that locomotive performed well on a trial in December 1883 between Swindon Junction and Andover Junction. It was withdrawn from service in 1889 following damage to the valve gear caused by the breakage of a carrying spring. Harry Jack (Issue 24 page 67) leaps to the defence of Ahrons (who like all human beings made minor mistakes and was willing to correct them) whereas the pompous Stretton "invented history" (and did not note the existence of Walschaerts valve gear). .
Lord Jellicoe. Keith Turton
See letter from John Lusted in Issue 21 page 26 and original article in Issue 19 page 2 et seq. Notes writer's forthcoming book Private Owner Wagons, a Ninth Collection, publication due late 2010, which will show Jellicoe and other very high ranking naval and military officers in an unusual role as directors. For a time, Jellicoe was Chairman of the short lived London coal merchants Associated Coal Consumers Ltd, in business from 1910 until going in to voluntary liquidation in 1929. The managing director of the company was Montague Smith, a member of a family which for half a century was associated with company failures, broken partnerships, bankruptcies and unpaid creditors; an unlikely associate of Jellicoe?
Conway Castle. Nigel Nicholson
See photograph inside rear cover in Issue 22: the Bakehouse Tower has large hole visible in bottom two thirds of it:this was repaired by the L&NWR in 1887, as it was feared vibration from trains might cause it to collapse onto the railway.
Full Stop! Harry Jack
See picture of John O' Gaunt in Issue 22, p40, was writer believed taken at Peterborough LNWR shed. The use of full stops on L&NWR nameplates seems to have continued until the last of the Precursor Class, built in 1907; the Experiment Class built from 1905 lacked them but a very few later engines did. The names, with and without stops, are carefully transcribed in John Goodman's L&NWR Locomotive Names (RCTS, 2002).
Return to Strabathie. Martin Gregory
See Issue 17 page 4 et seq: Strabathie Light Railway comment on the Duff railcar especially its wheelbase and its engine and transmission.
Colour Photoski! Matthew Searle.
See Issue 21 page 10 et seq and the correspondence generated: writer notes the remarkable colour photographs of Russian railways taken circa 1910 by Sergey Prokudin-Gorsky (good article about him on Wikipedia, provided correct form of name entered).
Baton Collieries. Michael Dunn
See letter from Ian G. Gray Issue 22 page 68 concerning Baton Colliery which included photogrphs of Baton Colliery wagon, labels, rescued from Muir of Ord goods shed.,
Pouteau photo Potters Bar? Or just potty! Norman Hill. 58
See illustration of GNR 2-4-0 on multiple track in Issue 22 page 34: location just north of Potters Bar (where KPJ learned to watch trains during WW2): writer suggests pre-1887 date.
More on S.A.W. Harvey . Bill Aves
See Issue 22, page 22 upper: photograph of three T Class 0-6-0Ts at Longhedge appears to have been taken on the same occasion as one by H.C. Casserley, dated 15 September 1934, published on p27 of Locomotives Illustrated 127. The latter is taken from a slightly different angle but shows from right to left, No's 1600, 1604 and A602 in the same order and with No. 1600 facing to the left and the others to the right with the same white disc headcode on No. 1604 and even the shovel on the top of No. 1600's tank in the same place, at the same angle.
An Adlestrop Query. Mike Lewis
See feature on Adlestrop in Issue 22 page 49 top: the portrait of the signal fitters and their on-site workshop is a gem and questions whether the curious iron hoop craftily angled on the bench was there to provide a bearing surface for the tail of a ratchet drill. See also inside front cover of Issue 22: writer was in Newquay recently where the station area was a travesty compared with the aerial view.
The Lostwithiel & Fowey Railway a correction. Geoff Sheppard,
See Issue 22 page 4 et seq accuses authors of repeating E.T. Macdermot's errors: the Lostwithiel & Fowey Railway (L&FR) was worked by the Cornwall Railway but only for a few months. The two railways had signed an agreement in 1865 that the Cornwall would work the completed line for 50% of recepts but when it opened for traffic in 1869, it only ran from Lostwithiel to Carne Point, so a second agreement was drawn up with the Cornwall getting 60% of receipts until such time as it was completed to a station in Fowey itself. In February 1870, the L&FR directors reported that 'the temporary arrangement made with the Cornwall for carrying on the traffic did not leave the company sufficient profit to pay the cost of maintaining the permanent way. The directors had hired an engine - the only one they could obtain at short notice it is not, however, of sufficient power, and it has become necessary to obtain a more efficient one.' A correspondent wrote to Macdermot after the publication of his second volume of The History of the Great Western Railway to point this out. His response was to ask a GWR researcher to double check the Cornwall Railway minutes. He did not interpret such entries as 'emergency use of engine when convenient 7/6 per hr', 'will cease providing engines if bridges not immediately repaired' and 'Lostwithiel & Fowey suggest GW & CR work same instead of Mr Treffry' as meaning the Cornwall were only spot-hiring locomotives. Macdermot recorded that 'I was right after all in what I said... which is cheering.' The Cornwall Minerals Railway (CMR) initially proposed to bring their line to Fowey via Lostwithiel and to lay a mixed gauge on the L&FR and the Cornwall main line but decided to build a main line from Par instead. This caused a lengthy and costly dispute between the L&FR and the CMR, which eventually saw the older company's demise. It was not entirely closed, however, as a section of the line at Lostwithiel was leased to the Cornwall Railway to increase their siding accommodation there. The view on p 11 is not the construction of the power station at Fowey, rather the removal of part of the headland at Carne Point circa 1893 in preparation for the connection of the CMR with the old L&FR line in 1895.
Cornwall Minerals Railway locomotives. Peter Jones.
See Issue 22 page 10: mileages of CMR locomotives Nos. 1-9 when taken over by GWR in April 1877.
Pouteau Listing: the Garstang & Knott End Railway. Alan Cliff
See Issue 22 page 31: the Hudswell Clark 0-6-0ST is Jubilee Queen and not New Century as stated. In all photographs seen, New Century had a handle and wheel on the smokebox door and did not have a toolbox on the nearside running plate. The picture shows two smokebox door handles and no wheel, whilst there is a toolbox on the running plate. These were cetainly features of Jubilee Queen. Further, most, but not all, photographs show New Century with an unusually long chimney. Thus the locomotive is almost certainly Jubilee Queen, built 1897 and scrapped as LMS No. 11300 in 1926. The setting could not be Knott End shed as this never rxisted. The only locomotive depot on the G&KER was at Garstang Town station. The 'Pilling Pig' was the nickname for the goods train that trundled along the G&KER.
Postle, David and Kidderminster Railway Museum.
The Frank Carrier Photograph Collectlon. 25-34.
Frank Carrier was born in 1900 and died in 1952. Following military service in WW1 he joined the Midland Railway at Derby Works, and eventually worked in the locomotive drawing office. The picture of the Beyer Garratt with dynamometer car and passenger rolling stock demonstrates his priviledged position. His son Michael shown in photograph of Coronation died in 2006. Part 2 in Number 26 page 41.. Part 3 see Issue 28 page 25 et seq.
|2F 0-6-0 No. 3382 with round-top boiler and Salter safety valves emerging from north portal of Milford tunnel near Belper with unfitted freight||25|
|No. 6220 Coronation in blue & silver livery with son Michael on platform at Euston?||26|
|LNER No. 10000 (Gresley-Yarrow) four-cylinder 4-6-4 with high pressure water-tube boiler at Wavertree Park, Liverpool in September 1930: behind No. 6029 King Stephen (see Rivington My life with locomotives p. 157)||27|
|1 ft 10¾ gauge Hunslet (WN 679/1898) 0-4-0ST Covertcoatat Dinorwic quarries, Llanberis||28|
|LNER A3 Pacific No. 2796 Spearmint working up Flying Scotsman (presumably non-stop, thus not post 1936) at Barkston South Junction||29|
|Former GCR 4-6-0 LNER B4 4-6-0 No. 6099 working Leeds to King's Cross excursion at Peascliffe (very assorted corridor rolling stock)||30u|
|Robert Stephenson 0-6-0ST Milo originally constructed for NER working at Seaham Harbour with "chauldron" (chaldron wagon) and NER coke wagon||30l|
|LMS (former HR) No. 14763 Clan Fraser near Killiecrankie on Perth to Inverness stopping train. See also letter from Keith Fenwick (Issue 24 page 67) who hazards that train was afternoon train which left Perth at about 16.00; also notes mixed rolling stock||31|
|LMS 2P (MR 483 class) 4-4-0 No. 443 on Paignton to Bradford Devonian express at Breadsall Crossing signal box||32|
|Beyer Garratt No. 4999 with dynamometer car and 20 coaches on test train at Borrowash: test terminated at Leicester||33|
|Ljungstrom turbine condensing locomotive arriving Derby from Manchester carrying express headlamps||34u|
|Outside cylinder 0-4-0ST Bonnie Dundee owned Shanks & McEwan contractors for Ambergate to Derby widening with Frank Carrier on footplate||34l|
Arman, Brian. The H.L. Hopwood Collection 1901-26, Part 5: The
Cambrian Railways. 35-40.
Harold Hopwood visited the Cambrian Railway in June/July 1909 and in June 1920.
2-4-0 Nos. 41 and 31 out-of-service in shed yard at Machynlleth on 2 July 1909
Sharp Stewart 2-4-0 (of 1864) No. 43 Plynlimon in passenger station at Machynlleth
Sharp Stewart 2-4-0 No. 28 at Machynlleth engine shed on 2 July 1909
Sharp Stewart 0-6-0 (of 1863) No. 27 as rebuilt in 1893 shunting freight at Machynlleth on 29 June 1909
Sharp Stewart 4-4-0 (of 1893) No. 64 at Cemmes Road on 10.55 ex-Aberystwyth with LNWR through coach for Manchester on 2 July 1909
Ex-Metropolitan Railway 4-4-0T No.34 at Aberystwyth on 28 June 1909
Rebuilt Metropolitan Railway 4-4-0T as 4-4-0 No. 36 at Machynlleth on 4 June 1920
Aberystwyth passenger station with set of Cambrian bogie coaches, LNWR bogie parcels van and gas wagon
Talbot, Edward. Follow Up: The 'Jellicoe Trains':
Admiralty coal traffic in the First World War. 41-55.
"Follow up" to two-part article by Keith Turton (Issues 19 page 2 et seq and 20 page 21 et seq). Begins by examining Edwin V. Pratt's British railways and the Great War (Ottley 513) and The War record of the London & North Western Railway (Ottley 6601) and The War record of the Great Western Railway (Ottley 6118). Talbot asserts that there may originally have been a twelve part paper back work by Pratt, but as noted eleswhere (especially with Brian Reed's Locomotive Profiles) part works appear to defeat bibliographers and national libraries: there is no evidence for such in Ottley, but Talbot is probably correct. The subsequent extract from Ottley 513 as Ottley 6601 does according to Ottley contain additional material in an appendix: this work has been reprinted by the London & North Western Railway Society. Argues that some special trains were formed at Abergavenny from traffic conveyed over the Merthyr, Tredegar & Abergavenny line rather than being formed at Pontypool Road. In the latter part of the War coal traffic was even handled on the extremely difficult Brecon & Merthyr/Cambrian Railways route to increase capacity. On the main route all trains had to be banked from Abergavenny to Llanvihangel, and brakes had to be pinned down for the descent towards Hereford. [The amount of banking and pinning brakes down gives edge to H. Kelway Bamber's assertion that had 45-ton bogie wagons been used to haul the Admiralty coal traffic during WW1, about 25% less coal would have been consumed by the locomotives hauling the trains, and the reduction in dead weight hauled would have been 33% (Coal and mineral traffic on the railways of the United Kingdom. J. Instn Loco. Engrs, 1918, 8, 135-53. (Paper No. 60))]. Some coal traffic was also handled via Cardiff and Gloucester. See also letters from Kevin P. Jones and Peter Griffin in Issue 24 page 67: letter is critical about statements made by Ted Talbot on Battle of Jutland.
Hodge, John and Woodley, Richard. Follow
Up: GWR motive power and the 'Jellicoe Trains. 55-7.
"Follow up" to two-part article by Keith Turton (Issues 19 page 2 et seq and 20 page 21 et seq). Argues that Aberdare shed may have played a role in addition to Pontypool Road, as Aberdare was used to long-haul traffic. Suggests that Warrington, rather than Chester, may have been changeover point for transfer of trains from GWR to LNWR.
Illus.: Panorama of Quaker's Yard. page 57.
Vickery, Stan. Cardiff Newtown Goods Depot in the 1950s. 59-71.
Photographs taken during the period when Author worked inside the Goods Depot between 1944 and 1954 with a break for National Service. His father and grandfather had also worked for the Great Wetsren Railway. Many of the pictures illustrate scenes which compare with written descriptions of the change of gauge at Gloucester and show why small load traffic moved from rail to road and to modern warehousing.
|Panorama of sidings in winter 1954||59|
|Annual Horse Show c1952||60u|
|Damage caused by rough shunt in 1952||60l|
|Porter pushing laden barrow across temporary bridge across railway track c1954||61u|
|View from overhead crane of railway vans inside depot||61l|
|British Railways Western Region 1:1250 map of sidings and Depot||62-3|
|View from overhead crane of No. 12 and 13 Roads and mixed goods traffic waiting cartage in October 1954||64u|
|View from overhead crane of No. 12 and 13 Roads cleared of goods October 1954||64l|
|Electric capstan powering movement of deck connecting bridge in 1954||65u|
|Rough sketch plan of internal layout of platforms and sidings||65l|
|Night of 30 September 1953: Road No. 8 with goods traffic waiting transfer to railway vans||66ul|
|Night of 30 September 1953 Platform 12 with huge amount of traffic and poor lighting||66ur|
|Night of 30 September 1953 cartage loading area for Cardiff||66ll|
|Night of 30 September 1953: Irish Gang (permanent night shift workers)||66lr|
|Porter Peter Rees positioning crate being lowered by overhead crane in BR 13 ton 6-plank wagon||67u|
|Barrow run across Roads Nos. 14-6 with barrows/trolleys and porters||67l|
|Looking west along No. 3 Platform: barrels of Drikold; rolls of newsprint and lift to storage area||68u|
|Looking east along No. 3 Platform: with Italian refrigerated van; barrels of Drikold; and oranges stcked in crates||68m|
|Goods stacked in Canton and Grangetown cartage area||68ll|
|Platform 13 Christmas traffic||68lr|
|Interior of cattle meal store in Ivor Street||69ul|
|Storage cellars: Morrell's canned products||69ur|
|Rain leakage through roof above Platform 11||69m|
|Babcock & Wilcox overhead crane with crane operator Stan Davis working on Platform 12||69l|
|No. 12 Road with piles of goods on platform||70u|
|Discharging vans in No. 11 Road in 1954||70m|
|Looking east on Platform 13||70l|
|No. 6 Platform with low pre-WW1 roof||71u|
|Christmas traffic in Nos. 12 and 13 Roads||71l|
Alsop, John. Wish you were here: railway postcards of Flintshire.
72-80 + inside rear cover and rear cover.
See also series on industrial railways of Flintshire in Archive beginning in Issue 14 page 34.
|Caergwrle Castle station (GCR) c1904||72|
|Caergwrle Castle & Wells station (GCR) with train formed of six-wheel carriages, c1906||73|
|Hawarden station (GCR)||74u|
|Coed Talon station (LNWR and GWR Joint)||74m|
|Mold station exterior with LNWR double-deck omnibus (bus) and two-wheel horse-drawn parcels van||74l|
|Mold station exterior with LNWR double-deck omnibus: Milnes Daimler with Dodson bodywork LC 1306||75u|
|Rhydymyn station and level crossing in early 1930s||75l|
|Mold Junction engine shed and Saltney Ferry station on Denbigh line||76m|
|Precursor-hauled Irish Mail passing Mold Junction with Saltney Ferry station visible||76l|
|Holywell station (on main line) c1903||77u|
|Arches at Holywell station serving as garage for LNWR road vehicles: Foden steam lorries M859 and M856; single-deck Daimler buses LC 2277 and LC 2819 and double-deck Daimler buses LC 1306 and 1305 c1905||77m|
|Detraining army horses from two horeboxes at Holywell c1912||77l|
|Holywell Town station showing line dropping away at 1 in 27||78u|
|Holywell Town station with LNWR 4ft 6in 2-4-2T No. 2519 and driving saloon No. 2129A converted from picnic saloon on opening day 1 July 1912||78l|
|St Winiefrides [platform]||79u|
|Webb 5ft 6in 2-4-2T No. 6624 (LMS) with express headlamps passing Kinnerton station with Denbigh to Chester train in 1927 or 1928 (H. Gordon Tidey)||79l|
|LNWR steam rail motor (railcar) No. 1 at Prestatyn on opening day of Dyserth service 18 August 1905||80m|
|LNWR steam rail motor (railcar)at Meiden stopping place with folding steps down||80l|
|LNWR steam rail motor (railcar) No. 1 at Rhuddlan Road halt||ircu|
|Steam rail motor train (push & pull coach) Rhuddlan Road halt probably post WW1||ircm|
|LNWR steam rail motor (railcar) No. 1 at Dyserth (coloured postcard)||rcu|
|Nannerch station (coloured postcard)||rcl|
Number 24 (September 2009)
Wells, Jeff. Richborough Military Port. 2-18.
Port created during WW1 near mouth of River Stour to serve the Front by train ferry. Ths illustrations came mainly from the Engineer of January 1919 and Railway Gazette of December 1919 and may have been taken at the end of hostilities. The IW&D operated 31 locomotives at the ferry terminal. Train ferries operated from 10 February 1918. Reg Davies (letter Issue 25 page 26) notes that on p17 Sir Francis Dent described as Chairman of the SE&CR Dent was in fact General Manager rather than Chairman. Letter from J.A. Smith (Issue 26 pp. 40/60) cites helpful reference and covers more recent (and ancient) developments in area.. See also Rly. Arch (29), 31.. .
|Train Ferry No. 2 entering Richborough with relaxed officers and men possibly at end of WW1||2|
|Map of Strait of Dover showing strategic location of port||3|
|Major General Sir Eric Geddes||4l|
|Sir Guy Granet||4r|
|Tank and another tracked vehicle on exercise in Kent||5u|
|Tanks, including some fitted with gun turrets on trains||5l|
|Map of 1918 showing New Cut of 1916 and train ferry and barge terminals in Pegwell Bay||6-7|
|New wharf and train ferry sidings||8|
|Three NBL-built MM 2-8-0 locomotives with stovepipe chimneys presumably waiting loading||9u|
|Andrew Barclay 0-4-0ST; Manning Wardle 0-6-0ST & SECR Class P (caption error: "0-4-0T"): see letter Issue 25 page 26 from Cyril Crawley.||9l|
|Ferry link span viewed from shore towards ferry||10u|
|Ferry link span viewed from ferry towards shore||10l|
|Train ferry with load of wto NBL MM 2-8-0 locomotives, metal work on bogie flat & tarpaulined wagons||11u|
|Loaded train ferry with 12 pounder gun, and crew and military personel||11l|
|Train ferry being towed out to sea by a tug||12u|
|Partially loaded train ferry||12l|
|Train ferry being towed out to sea by a tug||13u|
|Clear view of link span and its gantry with train ferry bethed. Also IW&D wagons||13l|
|Partially loaded deck, several civilians & steam lorry||14u|
|Empty train deck, securing chains, crew, NCO & civilian||14l|
|Unloading motor ambulances, field officer & same civilian as in previous. See letter from J.A. Smith (Issue 26 pp. 40/60)||15|
|Train ferry No. 2 enetring Richborough probably post-WW! as upper structure painted white||16u|
|Train ferry docking with empty wagons||16ll|
|Train ferry docking without wagons||16lr|
|Female labour sorting empty shell cases at Salvage Depot||17|
|12inch gun barrel loaded on flat truck observed by army officer||18|
MacIntosh, Jim. Creating an Edwardian railway masterpiece:
the Caledonian Railway's Wemyss Bay Station. 19-45 + rear cover.
Beautiful station created by rebuilding in 1903 and from whence Mr and Mrs Kevin Jones travelled off to their honeymoon from their wedding reception down the road on 2 September 1961: so Railway Archive has presented a delightful Anniversary present. Photographs from a Caledonian Railway album held by the National Archive of Scotland. Illus.: bold indicates coloured in this tabulation..
|New station booking office and platforms||forepiece||19|
|1862 deposited map showing route through Kip Gap||Map 1||21|
|1863 extension and pier||Map 2||22|
|Interior of 1865 trainshed including John Menzies bookstall||1||23|
|Exterior of 1865 trainshed with roof removed||3||24u|
|1865 trainshed viewed from pier with coal in wagon and in sacks: also Kelly House||2||24l|
|1865 trainshed interior during reconstruction with interesting posters||4||25|
|Plan of new station buildings superimposed upon old station buildings||5||26|
|Preparatory work on foreshore on 9 May 1902 showing station and pier||6||27u|
|North end of new seawall with Scotch derricks on 8 May 1902||7||27l|
|Work on seawall showing coffer dams and old trainshed in background||8||28u|
|Inside coffer dam on 28 July 1902||9||28ll|
|Inside coffer dam showing workers with picks & shovels on 11 March 1903||10||28lr|
|Storm breaking into works||11||29u|
|Seawall nearing completion||12||29m|
|Reclaimed land, foundations for new station approach and original pier||13||29l|
|Circular roof over booking office under construction and covered gangway to pier 5 September 1903||14||30u|
|Semi complete new station with old station still in service 5 September 1903||15||30l|
|New station under construction 5 September 1903||16||31u|
|Plan of transitional arrangements to enable demolition of old terminus||17||31m|
|New station roofs during demolition of old station||18||31l|
|New station looking towards bufferstops, exits and clock tower||19||32|
|Glasgow train awaiting departure with clearing up of building materials still in progress||20||33u|
|Booking office viewed from rear and ganway to pier with first hanging baskets||21||33l|
|Postcard map of Firth of Clyde with inset of Lord of the Isles owned Glasgow & Inverary Steamboat Co.||34ul|
|Macbrayne steamer Columba passing through Kyles of Bute||34m|
|Poster promoting Glasgow Central for routes to the Coast c1910 with nae smoke!||34l|
|Front cover of Caledonian Railway Official guide to excursions from Gourock & Wemyss Bay 1906||35u|
|Poster giving 1902 timetable and showing Wemyss Bay pier and station||35m|
|Rear cover of Caledonian Railway Official 1906 guide showing interior of Wemyss Bay station||35l|
|Happy Edwardian trippers arrive off train hauled by No. 817 and walk towards steamers||22||36u|
|Plan showing main concourse including urinals for the male passengers who had been down to "inspect the engines"||23||36l|
|Station Master outside his office with much new vegetation||24||37u|
|Gangway with train bound passengers with mature Glaswegian lady in full sail||25||37m|
|Tearoom with wickerwork chairs||26||37ll|
|Tearoom with wickerwork chairs NB Art Nouveau hinges to sideboard (postcard)||38u|
|Concourse with passengers arriving off train and view of pier see also Plate 33||38m|
|Concourse with passengers arriving off train hauled by 812 class 0-6-0 (Hills of Sunderland PC)||38l|
|Commercial postcard showing pier & station viewed from south||39u|
|Paddle steamer Duchess of Montrose alongside pier (CR postcard) see also Plate 30||39m|
|Concourse: plate from Railway & Travel Monthly October 1912||39l|
|Entrance to station off pier||28||40u|
|Passengers coming down gangway for steamers berthed at pier||29||40l|
|Paddle steamer Duchess of Montrose alongside pier See also coloured version||30||41u|
|Paddle steamers Marchioness of Lorne and Marchioness of Bute alongside pier as viewed from clock tower||31||41l|
|Gangway: late 1950s postcard||42u|
|Concourse with flowers: postcard sent in 1951||42l|
|Royal Scotsman with 47787 Windsor Castle and Class 314 viewed from concourse on 14 June 2009||43u|
|View towards bufferstops with trains as above on 14 June 2009||43m|
|Entrance gates on 14 June 2009||43ll|
|37676 Loch Rannoch with Scottie dog logo at landward end of Royal Scotsman on 14 June 2009||43lr|
|Railway approach to new station with Madge Wildfire alongside pier||32||44u|
|Panorama of station and pier with Madge Wildfire and Queen Alexandra and King Edward||33||44|
|Drawings from James Miller office? for Art Nouveau station gates: lettering is pure Glasgow style Art Nouveau||34||45u|
|Station facade & dwellings for railway staff||35||45l|
|Station gates as refurbished photographed in 1996||rear cover|
|Caledonian Railway coat of arms||rear cover|
|TS Queen Mary II departing Wemyss Bay in 1976 (Dugald Cameron)||rear cover|
|Clock tower||rear cover|
|View towards station|
Kelly House: home of Paraffin Young,
founder of shale oil industry, but owned by Alexander Stephen, shipbuilder
Posters: include Anchor Line, Caledonian Glasgow to Edinburgh expresses, Rothesay and enamel signs
McIntosh: John F. McIntosh frequently walked to the station from his holiday home at Skelmorlie to talk wth engine crews.
Turbine steamers: King Edward was first commercial turbine-powered vessel built by Wm Denny in 1901: they were operated by Turbine Steamers Ltd.
Follow up 1: early colour photographs. 46-7.
See also Issue 21 page 10. Early colour photograph of L&YR steam rail motor (railcar) No. 8 taken by George Smith at Sowerby Bridge in 1919 and owned by Barry Lane. Image was produced by the Paget Colour Photography process invented by Geoffrey Whitfield. Also Autochromes of Drybrook Halt (see earlier Issue for greater clarity) and of Waddeston Manor Halt with Alice de Rothdchild's chauffeur circa 1910.
Also on page 47: colour image of the "other" Harry Goodwin painting (see Issue 21 page 5) with 2-2-2 and South Eastern Railway looking carriages and signal box.
Christensen, Mike. The Marteg accident. 48-9.
Derailment on Cambrian Railways between Pantydwr and Rhayader which happened following a freight train dividing in July 1920 and was described in the Brecon & Radnor Express of 15 July 1920. See also letter from J.A. Smith on page 60 of Issue 26 who comments on use of Belpaire Goods on Mid-Wales line.
Parkhouse, Neil. Follow up 2: the Jersey Eastern
See also Issue 18 page 2 et seq: snapshots from a family album
Mont Orgueil terminus viewed from castle with panorama of Grouville Bay and railway along shore. 50-1 main picture
Mont Orgueil terminus viewed towards castle from seawall. 50 inset
Either Carteret or Mont Orgueil leaving Mont Orgueil on causeway with six-coach train for St. Helier. 52
Causeway on viwed from across harbour. 52 inset
Carteret or Mont Orgueil in terminus waiting departure with Mont Orgueil castle above. 53u
Two trains in Mont Orgueil terminus c1910 from stereoscopic pair. 53l
Arman, Brian. L&NER 'W1' No. 10000. 54-6.
Three contact prints acquired at a railwayana auction of No. 10000 as running probably in 1938 at King's Cross shed (two views, one on turntable) and hauling a down express probably on Holloway bank (Reg Davies in Issue 25 page 26 thinks that was Finsbury Park)..
The L&SWR and GWR Manchester-Bournemouth express in
See also image on page 69: assistance was sought from Ted Talbot. There was a Birkenhead to Bournemouth through train operated by the GWR and LSWR and this probably included through carriages from Manchester London Road
Mullay, A.J. North Eastern Region versus Southern: a Prime Minister's
The 1953 Transport Act which abolished all of the exceuitive bodies with the exception of the London Transport Executive also confirmed the status of the Regions although the Act called them 'areas' or 'authorities'. Furthermore, it was indicated that these should compete with each other although this would be difficult to achieve. Churchill and his Party were in favour of "competition". Nevertheless, rather like the Major/Blair essays in competition Mullay shows how the Southern and North Eastern Regions competed for a time in terms of profitability until they both lapsed into loss making. In an era obsessed with executive rewards it is interesting to observe that the CRO of the North Eastern Region earned far less than that of the London Midland Region.
Arman, Brian. The Hopwood Collection 1901-28. Part 5: the North Eastern
|1001 class long boiler 0-6-0 No. 1256 inside Tyne Dock shed||61|
|93 class 0-6-0 No. 659 with Whitby Abbey behind||62|
|120 class 0-6-0 No. 118 in plain black livery at Gateshead||63u|
|398 class 0-6-0 No. 841 in lined black livery at Percy Main workshops on 22 July 1912||63l|
|398 class 0-6-0 No. 1080 near Saltburn working passenger train||64u|
|59 class 0-6-0 No. 455 at Low Fell with passenger train for Consett||64l|
|1068 class 2-4-0 No. 1035 at Selby||65u|
|25 class 2-4-0 No. 257 on Scarborough shed||65l|
|901 class 2-4-0 No. 845 departing Scarborough possibly in September 1904||66|
Down postal [letters]. 67
The Lostwithiel & Fowey Railway. Michael Messenger.
See Issue 22 page 4 et seq: there had been an agreement with the Cornwall Railway to work the line, but the CR claimed that the L&FR was incomplete and a small locomotive was supplied by William West a directpr of both the L&FR and the Newquay & Cornwall Junction Railway.
Stretton v Ahrons. Harry Jack.
See Issue 23 page 24: Jack leaps to the defence of Ahrons (who like all human beings made minor mistakes and was willing to correct them) whereas the pompous Stretton "invented history" (and did not note the existence of Walschaerts valve gear).
Carrier & Jellicoe. Keith Fenwick.
See Issue 23 page 31who hazards that train was afternoon train which left Perth at about 16.00; also notes mixed rolling stock
Jellicoe observations. Kevin P. Jones.
See series on Jellicoe coal trains run during WW1 by Keith Turton in Issues 19 page 2 et seq and 20 page 21 et seq and subsequent contributions, notably from Ted Talbot in Issue 23 page 41: notes that coal traffic in Britain was handled highly inefficiently and cites Herbert Kelway Bamber paper in J. Instn Loco. Engrs., 1920, 10 Paper 83
The Battle of Jutland. Peter Griffin
Takes issue with Ted Talbot's comments on the Battle in Issue 23 page 41: and gives a highly succinct portrait of the Battle. Ted Talbot launched a Swordfish in response: Issue 25 page 26. Further contribution from Peter Griffin in RA 26 page 68.
GWR 2-2-2 No. 110 circa 1862. 68.
Joseph Armstrong design of 1862 with double frames, 6ft driving wheels and 15 x 22in cylinders. Probably photograph taken at Shrewsbury and shows Driver Anthony Robson Potter on the footplate who was later killed due to the failure of the midfeather on No. 153 (a George England 2-4-0) at Oakengates on 11 September 1877 (information suppled by Peter Breeze who is related to Potter). David Patrick (Issue 26 page 40) considers that location was bridge over River Severn just south of Shrewsbury station..
Parkhouse, Neil. Wish you were here? Railway postcards of... Oxfordshire. 69-80.
|Oxford station with class T9 4-4-0 on a Manchester to Bournemouth express: see also page 56 and letter from Peter Swift (Issue 25 p. 26) which states that photograph appears in Adrian Vaughan's Heart of the Great Western (1994) which states that train arrived behind Badminton class 4-4-0 No. 3304 Oxford; also notes that the dining saloon must have been aither No. 78 or 79 built for the Sheffield/Birkenhead through services. See also letter from David Cooper in Issue 26 p. 40 (reminiscences of trainspotting at Morris Cowley) and Editorial note in Issue 26 page 60.||69|
|Metro tank with milk siphon and four clerestory corridor carriages at Witney c1905 and large number of Edwardian passengers in smart casual attire||70u|
|Kelmscott & Langford Platform with newly competed pagoda probably in late summer of 1907||70l|
|Charlbury station c1908||71u|
|Kingham station with two trains formed mainly of non-bogie stock, c1910||71l|
|Sarsden Halt and signal box c1906||72u|
|Hook Norton viaduct c1910||72l|
|43XX on Ports to Ports Express passing Bloxham station with all of humanity posed thereat in 1920s||73u|
|Adderbury station with lengthened platforms and single coach train||73l|
|Banbury station c1905 with GCR class 12A 2-4-0 and three non-boghie coaches and rear of Buckeye coupling fitted coach in up platform||74u|
|Heyford station looking north with train in up platform c1906||74m|
|Blenheim & Woodstock station exterior c1905||74l|
|Culham station c1905 with baulk road in siding c1905||75u|
|4-4-0 picking up water from Goring troughs (H.S. Adams of Pangbourne) c1905. See letter from Bill Aves in Issue 25 page 26 which states that was No. 16 Brunel. Confirmed by David Patrick (Issue 26 page 40).||75m|
|Henley on Thames station c1905||75l|
|Watlington terminus with milk churns and 0-6-0ST in distance c1910||76u|
|Aston Rowant station on 16 August 1919 (J.B. Sherlock)||76l|
|Wheatley station with steam traction engine||77l|
|Islip station c1905 (Pouteau): looking towards Oxford and not, as stated, Bicester (letter Reg Davies Issue 25 p. 26)||78u|
|LNWR steam rail motor (railcar) No. 2 at Wendlebury in 1905||78l|
|LNWR steam rail motor (railcar) at Bicester in 1908. See letter from Bill Aves in Issue 25 page 26 which states that was either No. 2 or 3.||79|
|First northbound express passing through Bicester (GWR) on 1 July 1910||80u|
Number 25 (December 2009)
Reference to Road Show at King's Lynn: see letter from Bill Davis in Issue 26 page 40 concerned about M&GN Circle not Society.
Smith, George. The Hartlepool Dock & Railway Company. 2-25.
Illustrative material: a high proportion of the material predated photography, but in may cases it is not stated which form the illustration took. Many are from the paradigm railway history, namely Tomlinson's The North Eastern Railway and in the following list this is merely indicated by Tomlinson
|Plan of Hartlepool, Durham and Sunderland, and Durham Junction Railways, 1830.||Tomlinson||2|
|Hartlepool Railway poster: alterations to train services and to fares. Dated 18 February 1841.||3|
|Map of Hartlepool in 1800s, prior to railway.||5 upper|
|Sir John Rennie's plan for new Hartlepool Dock of 1834||5 lower|
|Newly completed Tide Harbour in 1835.||Tomlinson||6|
|Chaldron wagon, 1826.||Tomlinson||9 upper|
|Horse drawn railway coach.||Tomlinson||9 lower|
|East Hartlepool station as converted to warehouse in 1961.||10|
|Map of Hartlepool in 1841 showing sidings serving coal drops in both Tide Harbour and Victoria Dock.||11|
|Sectional drawing of staithes and coal drops at Hartlepool||Tomlinson||12|
|Newly completed docks with windmill in foreground.||Tomlinson||13|
|Map of West Hartlepool and Hartlepool in 1859||Tomlinson||14|
|Hartlepool Dock & Railway c1859.||Mountford||15|
|Wingate Colliery (began production in 1839) c1910.||16|
|Haswell station c1906||17|
|Shotton Bridge station c1910.||18 upper|
|Thornley station after closure c1954||18 middle|
|Wellfield station shortly bafter closure||18 lower|
|Castle Eden station (with staggered platforms).||19 upper|
|Castle Eden station with passenger train for Hartlepool||19 lower|
|Hesleden station with island platform.||20|
|Hesleden station with island platform and signal box.||21 upper.|
|Sentinel steam railcar No. 226 Ebor at Hartlepool station with West Hartlepool service in 1933.||21 lower|
|North Eastern Railway station at East Hartlepool in 1961.||22|
|A1 Pacific No. 60154 Bon Accord passing Hart in 1961 on diverted express. See also letters in Number 26 page 40 from Mick Nicholson and Alan R. Thompson.||23|
|Haswell station and level crossing in 1962||24 upper|
|Original Hartlepool Railway embankment at Hart Warren with Pacer||24 middle|
|Hartlepool Railway as footpath and cycle track||24 lower|
|Hartlepool harbour entrance||25 upper|
|Victoria Dock with bulk carrier Wilson Ayr loading scrap metal||25 middle|
|Engine house at Throston bridge||25 lower|
Based on Colin Mountford's Private railways of County Durham.
Caption notes that locals called service the Tally Ho [KPJ name of one of railcars?]
Down Postal [correspondence]. 26.
L&SWR Cross Country at Oxford. Peter Swift
See Issue 24 page 69: for lovely photograph of L&SWR Class 'T9' No. 118 at Oxford seen before somewhere. In his commentary on the photograph, Ted Talbot suggests that the train had been brought into Oxford by a 'Star' or a 'Saint'. Actually, as illustrated in Adrian Vaughan's Heart of the Great Western (Silverlink, 1994), it was brought in by 'Badminton' Class 4-4-0 No. 3304 Oxford. Everything else in the picture is the same but the light engine on the Down through road in John Alsop's view was at the South end of the carriages in the Down platform when No. 3304 arrived. Incidentally, the Dining Saloon, with wide picture windows, is either No. 78 or 79, built specifically for the Birkenhead and Sheffield through trains in 1910.
Richborough locomotives. Cyril Crawley
See photograph in Issue 24 page 9 lower: misprint in the caption SE&CR locomotive at the back of the line was a 'P' class 0-6-0T not an 0-4-0T.
Motive power identified. Bill Aves
The unidentified Great Western 4-4-0 in the centre view on p75 is 'Armstrong' Class No.16 (later No. 4170) Brunel as (uniquely) rebuilt with a domeless Belpaire boiler in September 1901. The unidentified LNWR steam rail motor at Bicester on p79, was either No.2 or No.3, which shared the Oxford-Bletchley service in their early years.
No. 10000 and other matters. Reg Davies,
See Issue 24 pp. 54-6:, photograph of No. 10000 was taken at Finsbury Park: train was on the Up Main, immediately to the north of the station, and was destined for King's Cross. The line rising on the left hand side ofthe picture and the bridge in the middle distance are the connections to the 'Northern Heights' branches of Alexandra Palace, Edgware and Barnet.
Picture of Islip at the top of p78 is looking towards Oxford and not, as stated, Bicester.
See article on Richborough military port (Issue 24 page 2, but on p17 Sir Francis Dent described as Chairman of the SE&CR Dent was in fact General Manager rather than Chairman.
The Battle of Jutland and other Naval matters. Edward Talbot
See original feature on Jellicoe trains (Issue 19 page 2, and copious references thereto); Ted Talbot's own contribution (Issue 23 page 41) and response to that by Peter Griffin (Issue 24 page 67) which and further broadside from Peter Griffin in RA 26 page 68 has led to some powerful discussion on the merits of the Senior Service during WW1 and the bravery of the Swordfish pilots who disabled the Bismarck,with a torpedo which damaged its steering in such a way that the ship could only sail in circles and was rendered a 'sitting duck'. Cites Aircraft of World War II, Chris Chant, Dempsey Parr, 1999; The Oxford Illustrated History of the Royal Navy, edited by J.R. Hill, OUP, 1995; and The Sinking of the Bismarck, Will Berthold, Cerberus Publishing, 2004.
LB&SCR No. 191 an appeal. Richard Norris
LB&SCR Class B1 0-4-2 No. 191 Gordon-Lennox was assigned to writer's great grandfather George Norris, who drove and was responsible for the locomotive from April 1896 until his demise in 1902. I enclose a copy print of No. 191 sent to me by Brian Stephenson (below). For obvious reasons, I would like to collect as many photographs as possible of No. 191. Some have already been supplied by Laurie Marshall and Klaus Marx of the Brighton Circle and others by Terry Walsh, one of those engaged in sorting the collection of photographs of the late John Smith (Len's of Sutton). His mother, most unfortunately, threw out a splendid photograph of his great grandfather and No. 191. Perhaps somewhere there lurks the original glass plate negative quietly gathering dust.
LB&SCR B1 or Gladstone Class 0-4-2 No. 191 Gordon-Lennox. 26 (bottom of page)
Arman, Brian. The H.L. Hopwood Collection 1901-1926. Part 7. A visit
to the the London & North Western Railway in 1902. 27
|Webb 2-2-2-0 Dreadnought compound No. 648 Swiftsure at Crewe station on 11 August 1902||27|
|Webb 2-2-2 Problem class No. 610 Princess Royal in Crewe station on 11 August 1902||28|
|Webb 2-4-0 Whitworth class No. 935 Planet at Crewe station on 11 August 1902||29|
|Coal tank 0-6-2T No. 771 shunting at Lancaster on 12 August 1902||30|
|2-2-2 Engineer Lancaster on 12 August 1902: locomotive was rebuilt from Trevithick No. 110 Canning||31|
|Special DX class 0-6-0 No. 1355 leving Rock Ferry with down passenger train on 14 August 1902||32|
|Webb John Hick class 2-2-2-2 No. 1559 William Siemens at Liverpool Lime Street on 15 August 1902||33u|
|Metropolitan type 4-4-2T No. 3072 at Stockport on 16 August 1902||33l|
Alsop, John. The railways and the Lincoln typhoid epidemic of
The rapid industrial growth of Lincoln in the late nineteenth century led to rapid population growth and the failure to provide pure drinking water which led to a serious typhoid epidemic in 1904/5. Local councillors Smith and Bainbridge financed a system for the transport of pure water from Newark over the Midland Railway and from Willoughby on the Great Northern Railway in locomotive tenders. Arrangements were made for the public to collect supplies from the Midland station, or from the Great Central Railway's yard in Ganwick Road, or on the Great Northern Railway supplies from Holmes Sidings. The public were supposed to collect their clean water in enclosed containers, but these are not visible in the photographs: open buckets being favoured.
|Willoughby station c1905||34|
|GNR 0-6-0 No. 718 with water train formed of locomotive tenders||35|
|GNR 0-6-0 No. 718 with water train formed of locomotive tenders||36u|
|Midland station with water tenders from Newark and public collecting clean water||36l|
|Midland train of water tenders from Newark and public collecting clean water at Midland station||37u|
|Midland water tenders at Great Central Railway yard in Ganwick Road||37l|
|Public collecting clean water at Midland station||38u|
|Willoughby station with Stirling 4-2-2 arriving at up platform, c1907||38l|
Dore-Dennis, John. The 1881 Clevedon train crash.
See Railway Archive No. 4 page 70 for Bristol Mercury & Daily Post of Friday 22 April 1881 contained a report of an accident on early morning of 21 April at Clevedon caused by failure of freight train to stop and running into passenger train waiting to depart and causing it to push its coaches onto street outside station. A similar accident had taken place on 15 January 1850 when an arriving passenger train failed to stop (report Daily News 18 January 1850).
Parkhouse, Neil. Building Calstock Viaduct. 41-8.
See Archive No. 2. and references from there to further illustrations of this interesting structure. Most of the following photographs were taken by local bank manager Frederick J. Paul. The text mentions the origins of the East Cornwall Mineral Railway and the Plymouth Devonport & South Western Junction Railway, as well as the designer of the bridge and the contractors who constructed it across the Tamar.
Calstock quay with East Cornwall Mineral Railway and four trading ketches c1900. 41
Panorama of Calstock before construction of viaduct, c1900 42
Viaduct: piers and coffer dam in October 1905. 43u
Viaduct piers in April 1906. 43l
Semi complete arches in May 1906. 44u
Arches above Tamar almost complete in December 1906 (also shows cableway). 44l
Virtually complete viaduct in July 1907 (also shows ECMR incline and quay). 45
Timber footbridge over contractor's line to enable vicar to reach St. Andrew's Church. 46u
Wagon lift under construction. 46m
Wagon lift complete viewed from Tamar, c1910. 46l
Completed viaduct, wagon lift and quay with standard gauge track c1912. 47
Calstock station with view towards wagon lift (postcard). 48u
Completed viaduct from upstream with barge alongside Town Quay. c1909. 48m
Southern Railway train crossing viaduct c1930. 48l
Jeuda, Basil. Locomotive allocation on the North Staffordshire Railway
network in the LM&SR era. 49-60
|E class 0-6-0 No. 8654 (former NSR 109 south of Leek Brook station on Churnet Valley line on freight in 1929 (Gordon Walwyn)||49|
|G class 4-4-0 No. 596 in LMS crimson lake livery (former NSR No. 87)||50u|
|H1 class 0-6-0 passing Alsager station on up freight||50l|
|Experimental four-cylinder D class 0-6-0 No. 2367 (ex NSR No. 23) south of Stone station on Colwich line c1925||51u|
|B class 2-4-0T No. 1444 (former NSR No. 29) shunting at Allsopp's Sidings on Dallow Lane branch, Burton on 19 April 1932||51m|
|M class 0-4-4Ts Nos. 1436 (NSR 15) and 24334 (NSR 38) stored at Crewe in May 1939||51l|
|C class 0-6-4T No. 2041 (NSR 31) in crimson lake livery at Birmingham New Street in June 1926||52u|
|L class 0-6-2T Nos. 2264 (NSR 25) and 2265 (NSR 22) at Altringham on 7 March 1929||52l|
|D class 0-6-0T No. 1566 (NSR 126) shunting at Duke Street, Birkenhead Docks with GWR match truck in 1931||53u|
|K class 4-4-2T No. 2184 (NSR 13) at Stockport station c1932||53l|
|L class 0-6-2T (ex NSR 158/LMS 2253) as Marlborough on Longmoor Military Railway in March 1936||54u|
|KS class 0-6-0T (NSR 75/LMS 1603) at Nunnery Colliery Sheffield||54l|
|Fowler 3F 0-6-0T No. 16531 at Leek station with passenger train for Stoke in 1927 (Gordon Walwyn)||55u|
|Fowler Class 4 2-6-4T No. 2348 at Stoke station on 10 August 1929 (Gordon Walwyn)||55m|
|Stanier Class 3 2-6-2T No. 76 at Macclesfield Hibel Road shed in April 1935||55l|
|Stanier Class 5 2-6-0 No. 2983 (based at 5D Stoke mpd) at Rugeley on return fast fitted freight||56u|
|Fowler Class 3 2-6-2T No. 55 shunting by rope at Ashton Holmes' Suton Sidings, Macclesfield Central in November 1945*||56l|
|Stanier Class 4 2-6-4T No. 2467 on Stoke shed with coaling tower in background c1937||57u|
|Fairburn Class 4 2-6-4T No. 2675 at Endon station with Leek to Stoke passenger train in 1947||57m|
|4F 0-6-0 on down Cauldron freight at Ashenhurst level crossing on 25 August 1947 (Gordon Walwyn)||57l|
|Ex-LNWR Experiment Class 4-6-0 No. 5466 Glendower outside Stoke Round House in 1930||58u|
|Caption partially incorrect: large boiler Claughton not George V at Glebe Street Stoke on 12 June 1932 (Gordon Walwyn): see also letters in Issue 26 p. 60 from Edward Talbot and Ted Lloyd||58m|
|Prince of Wales 4-6-0 Castor outside Stoke Carriage Shed on 27 February 1932 (Gordon Walwyn)||58l|
|G1 0-8-0 No. 9273 at Longport on long freight on 30 August 1934 (Gordon Walwyn)||59u|
|Ex L&YR Class F15 Barton Wright 0-6-0 at Newcastle Junction on 2 June 1944 (Gordon Walwyn)||59l|
|Cauliflower 0-6-0 No. 28460 at Tunstall on Newfields branch with bottle ovens of Alfred Meakin (Tunstall) (Sam Smith)||60u|
|Ex-MR 0-6-0 No. 2913 at Ashbourne station in 1931 (Jack Hollick)||60l|
* white cloths on buffer beam
Aves, Bill and Parkhouse, Neil. Visits to Cardiff Cathays,
Taff Vale Railway, in 1902-3. 61-8.
Photographs taken by the architect, Oswald Partridge Milne and located in the Library of the Royal Institution of British Architects. Milne was a significant architect (brief biographical details given herein: born 1881, educated Bedford School, articled to Sir Arthur William Blomfield, and during 1902-04 was an assistant to Edwin Landseer Lutyens. Died 15 January 1958) and appears to have been a railway enthusiast at least during his twenties.
|Vacuum-fitted 0-6-2T outside Cathays shed in 1902||61|
|Two K class (including No. 157) 0-6-0s outside Cathays shed in 1902||62|
|K class 0-6-0 No. 154 inside Cathays shed in 1902||63u|
|U1 class 0-6-2T No. 79 shunting brake vans in Cathays yard in April 1903||63l|
|Panorama of Cathays shed with V class 0-6-0ST centre stage||64u|
|Plan of Cathays shed and immediate vicinity**||64l|
|I Class 4-4-0T No. 67 in April 1903||65u|
|I Class 4-4-0T outside Cathays shed in May 1903||65l|
|V class 0-6-0ST No. 99 in 1902||66u|
|V class 0-6-0ST No. 87 or 88 alongside coaling stage||66l|
|K class 0-6-0 No. 159 on depot turnatble in April 1903||67u|
|C class 4-4-2T No. 175 on depot turnatble in 1902||67m|
|C class 4-4-2T No. 175 on depot turnatble in 1902||67l|
|O3 class 0-6-2T No. 57||68u|
|U class 0-6-2T No. 72 shunting in April 1903||68m|
|U1 class 0-6-2T No. 198 outside Cathays shed in 1902||68l|
|O3 class 0-6-2T No. 117||69u|
|Double frame 0-6-0 No. 252 (built at Cardiff as No. 55)||69m|
|O3 class 0-6-2T No. 93 with cleaner gang||69l|
|Steam crane loading scrap||70u|
|Steam crane outside Cathays shed in May 1903. See also response in Issue 26 page 40 from Brian Penny, Peter Swift and Peter Tatlow.||70l|
Treloar, Peter. Wish you were here? Postcards of the North Wales narrow
gauge railways. 71-80+
At least three are certainly not in "North" Wales
|Portmadoc Toy Railway Station [Festiniog Railway train headed by double Fairlie and sailing ships behind]||71|
|Double Fairlie Livingston Thompson at Tan-y-Bwlch, Festiniog Railway, with bogie carriages crossing freight||72|
|Toy Railway Towyn with Talyllyn Railway 0-4-0WT Dolgoch at Towyn Wharf||73u|
|Talyllyn Railway 0-4-2ST Talyllyn taking water at Dolgoch||73m|
|Corris Railway* postcard Corris Railway wagonette at Talyllyn Lake.||73l|
|Hughes of Loughborough 0-4-2ST Corris Railway train in Ffridd Wood.||74u|
|Welsh Higland Light Railway 2-6-2T Russell with short tain at Nantmor station having left tunnel on exit from Pass of Aberglasyn.||74l|
|Glyn Valley Tramway 0-4-2T Sir Theodore with passenger train.||75u|
|Glyn Valley Tramway 0-4-2T Sir Theodore with passenger train at Glyn Ceiriog.||75m|
|Penrhyn Quarry: 'Men going back to work after dinner': Hunslet 0-4-0ST Hugh Napier.||75l|
|Hunslet 0-6-0T on the Padarn Railway on northern shore of Llyn Padarn (train conveying 2 foot gauge wagons.||76|
|Pwllheli horse tramway: early view.||77u|
|Pwllheli horse tramway: (late 1920s) view.||77l|
|Snowdon Mountain Railway at Clogwyn showing three trains and signalling.||78i|
|Snowdon Mountain Railway at Clogwyn from viewed from above with Dinorwic Quarry below||78|
|Great Orme Tramway: upper portion at mid crossing point.||79u|
|Great Orme Tramway: upper portion car descending towards engine house.||79m|
|Vale of Rheidol Light Railway: two coach train hauled by Bagnall 2-4-0T Rheidol on upper part of line.||79l|
|Vale of Rheidol Light Railway: trains at Devil's Bridge.||80u|
|Welshpool & Llanfair Light Railway doctored image of passenger train crossing Church Street in Welshpool: see also letter from Ted Lloyd.||80m|
|Welshpool & Llanfair Light Railway train beside weir at Melindolrhydydefaid||80l|
|North Wales Narrow Gauge Railways train¶ at Snowdon [Rhyd Dhu] with Fairlie single on distant train. (coloured postcard).||ibcu|
|Llandudno Mostyn Street (Llandudno & Colwyn Bay Electric Railway tram and passing loop. (coloured postcard).||ibcl|
*posted 1907 with message: 'This is the wagonette we drove in after
we got out of the toy train'.:
¶ train formed of the three Pickering end balcony saloons.
Number 26 (March 2010)
Jenkins, Stanley C. The Wantage Tramway. 2-32.
Tramway opened for goods traffic on 1 October, and for passenger traffic on 11 October 1875 having been inspected by Colonel C.S. Hutchinson on 26 August. See also letter from Steve Wheeler in Issue 30 page 41 which includes details of passenger rolling stock and detail observable in photographs..
|Wantage aerial view pre-1925||2|
|Wantage Tramway Company offices||2 inset|
|Wilts & Berks Canal at Gallows Bridge, Melksham||3|
|Wantage Road station c1908||4|
|Map of Tramway in 1877||6|
|Starbuck Car & Wagon Co. double deck tramcar for Birkenhead & Hoylake Railway of 1873||7|
|Wantage town centre OS 25 inch map of 1877||8|
|Grantham steam car||9|
|Hughes tram locomotive and car No. 3 at Wantage Road terminus||10u|
|Hughes tram engine (WTC No. 4) and cars 1, 3, and 4 crossing W&B Canal||10l|
|Locomotive No. 5 in 1924 ¶||11u|
|Locomotive No. 5||11l|
|Locomotive No. 6 specification||12u|
|Locomotive No. 6 with car No. 2 See also Issue 36 page 61||12m|
|Locomotives No. 6, 7 and 5 on shed at Wantage||12l|
|Locomotive No. 7 at shed in Wantage Town||13u|
|Locomotive No. 7 at shed in Wantage Town||13l|
|Locomotives No. 5 and No. 7 at Wantage Town c1903||14|
|Tram engine No. 4 with cars Nos. 3 and 1 at Wantage Road c1908||15u|
|GWR 0-4-0T No, 1359 (ex Severn & Wye Railway Fletcher Jennings of 1876||15l|
|Locomotive No. 5 with Hurst Nelson bogie tram No. 4 c1925||16|
|Tram engine No. 6 with cars Nos. 3 and 2 at Wantage Town in 1920s||17u|
|Tram engine No. 6 with cars Nos. 5 and 1 at Wantage Town||17m|
|Locomotive No. 5 with cars Nos. 4 and 2 at Oxford Lane||17l|
|Locomotive No. 7 shunting Eckington coal wagons in Wantage c1930||18u|
|Langford's coal wagons at Wantage in 1930s||18l|
|Edgar Humphries, Coal Merchant, Wantage, order for coke Swindon GWR Gas Works coke||19u|
|Locomotive No. 7 shunting Weedon Bros. coal wagon in Wantage||19m|
|Cartoon of race between train and an ass (postcard)||19l|
|Locomotive No. 5 derailed at Elms Farm on 8 January 1936 with Clark's of Wantage coal wagon||20u|
|Locomotive No. 5 derailed on sunny day in 1930s||20l|
|Tram engine No. 6 with single car near end of passenger service: see letter from Steve Wheeler in Issue 30 page 41||21l|
|Wantage Road station on 25 July 1919||22|
|Wantage Road station plan c1925||23u|
|Wantage Road station (four track) c1950s||23l|
|Tram engine No. 6 with bogie car No. 4 at Wantage Road c1912||24u|
|Locomotive No. 7 with post-grouping goods train at Wantage Road||24l|
|Tram engine No. 4 with two cars in Grove Road in early 1920s||25u|
|Locomotive No. 7 with short freight train near Fulwick Lane in early 1920s||25l|
|Tram engine No. 4 with cars No. 3 and 1 at Grove Bridge||26u|
|Locomotive No. 7 with bogie car No. 4 at Grove Bridge c1912||26m|
|Locomotive No. 7 at Grove Street level crossing probably during WW2||26l|
|Tram engine No. 6 with single car No. 2 inside Wantage Town station c1908||27u|
|Car No. 2 inside Wantage Town station near end of passenger service||27l|
|Wharf Goods Yard on opening in 1905 with fleet of horse-drawn WTC lorries||28|
|Locomotive No. 5 leaving Lower Yard with long freight c1930||29u|
|Locomotive No. 5 in Lower Yard with Langford's wagon||29m|
|Locomotive No. 7 in Lower Yard with chaff store owned by Clark's Flour Mills||29l|
|Wantage Lower Yard and passenger stataion in 1909 (plan)||30|
|Locomotive No. 7 at Wantage Town in 1930s||31u|
|Locomotive No. 7 at time of final closure||31l|
|Locomotives Nos. 5 and 7 in Upper Yard in 1930s: gas works behind||32u|
|Locomotives Nos. 5 and 7 on final journey along tramway||32l|
¶ photograph taken by F. Merton Atkins: appeared in T.R. Perkins on line. Rly Mag., 1928 (September)
Arman, Brian. The H.L. Hopwood Collection 1901-1926. Part 8. In search of Stroudley's London, Brighton & South Coast Railway. 33-9.
|A1 Class Terrier 0-6-0T No. 82 Boxhill at Brighton on 4 September 1902||33|
|D1 Class 0-4-2T No. 20 Carshalton at New Cross||34|
|D1 Class 0-4-2T No. 254 Hambledon at Brighton on 4 September 1902||35|
|C Class 0-6-0 No. 419 at New Cross shed on 27 July 1901||36|
|C Class 0-6-0 No. 419 at New Cross shed on 27 July 1901 with view of shed||37u|
|G class 2-2-2 No. 330 Newhaven at Brighton on 4 September 1902||37l|
|G class 2-2-2 No. 341 Parkhurst at East Croydon on 26 July 1902||38u|
|Gladstone 0-4-2 No. 178 Leatherhead at Brighton on 4 September 1902||38l|
|B1 class Gladstone 0-4-2 No. 217 Northcote at New Cross shed on 20 September 1902||39|
Down Postal. 40; 60; 68.
Morris Cowley memories. David Cooper
See Issue 24 page 69: writer started trainspotting at Morris Cowley in 1945. The top of the bridge embankment just beyond the station was a good location to watch the shunters, usually 5700s, at work with wagons out of Pressed Steel Ltd, with their sheet sides to protect the unpainted panels, or Nuffield Exports, usually CKD cars in crates. There were usually one or two sets of non-corridor coaches stabled further along by the Cowley goods shed. Prairie tanks (61XX or 41XX) collected these when the works closed at 17.00-17.15 for Banbury, Witney and Thame. They came in on the early morning Workman's trains. Highlight of our evening's watching was what we called 'the 7 o'clock' a return working to Paddington often in the charge of a Castle, Hall or occasionally a Star. In later days, around 1952, Manors or Granges were seen. If we managed to stay for the 8 o'clock, this was used as a return working occasionally for an Old Oak Common locomotive, ex-Swindon Works, which had worked to Oxford late afternoon and then be turned, checked and fuelled in Oxford yard; usually this was a Thursday or a Friday. Both were regular passenger workings. Earlier in the day, you could get to London by changing at Princes Risborough off a diesel or autocar. There were through Oxford-Paddington workings too. My last was driven by a schoolfriend's father, Mr Shortes, in the summer of 1955, about 1.09pm from Morris Cowley. The station was so called to distinguish it from Cowley, Middlesex, to which Mother and I were routed by a ticket collector at Paddington when she asked which train for Cowley! The memory of No. 7007 Ogmore Castle slipping as it lifted the 8 o'clock out of Horspath Halt one a summer evening in 1949? - is a lasting one.
No. 16 Brunel and Shrewsbury - RA24. David Patrick
See Issue 24 page 75 (middle): No. 16 Brunel of the Armstrong' Class locomotive was unique in having Belpaire firebox and domeless parallel boiler carried from September 1901 until July 1907: this boiler was code BRO; after which it was further reboilered to carry a standard Churchward tapered boiler (code D3) as also, by this time, were the other members of the class. Also considers that location of picture of GWR 2-2-2 No. 110 on page 68 was bridge over River Severn just south of Shrewsbury station..
Going round in circles. Bill Davis.
See editorial in RA25: it was the M&GN 'Circle' which ran the 'Road Show' at King's Lynn, rather than the the 'Society'. The Circle is, in the main, an historical organisation with an active modelling group within. The Society on the other hand, is of course the group who run the North Norfolk Railway and restore the real thing with such dedication. The two groups work well together and many members subscribe to both organisations.
Bon Accord at Hart Station, Mick Nicholson.
See picture p23, RA25, doubted the 1961 caption date. The complete set of Blood and Custard coaches, the early British Railways emblem on the locomotive tender and the abundance of original North Eastern Railway lower quadrant signals suggest mid 1950s. .
Bon Accord at Hart Station. Alan R. Thompson.
See picture p23, RA25: the date was 4 March 1956, not 1961; note that the A1 still has the old crest. Train was probably the 13.05 Newcastle-King's Cross, diverted via Wellfield due to engineering works. An assisting engine would have been provided by Sunderland shed, normally at this period a G5 or A8 and this would be detached at Haswell. The photographer was R.F. Payne, copyright of this shot rests with the Armstrong Railway Photographic Trust.
TVR breakdown crane. Brian Penny.
See RA25 page 70: (two photographs of Taff Vale Railway steam breakdown crane): it was a 20 ton capacity crane, built by Alexander Chaplin & Co. at its Govan Works, Glasgow, in 1884, to order No. 2303. There is a good description and two photographs of the crane in John S. Brownlie's Railway Steam Cranes (the relevant section is reproduced below). In 1923 it became GWR number 73 and was subsequently transferred from West Yard to Caerphilly Works, from where it was withdrawn in 1935. The TVR ordered a second breakdown crane, of 35 tons capacity, in 1911 and this was built by Cowans Sheldon. A full description of this crane is also in Brownlie's book. It became GWR No. 10 and was subsequently transferred from Cathays to Banbury. When the latter depot received a new 30 ton Cowans crane in 1961, No. 10 was transferred to Worceser. It survived at that depot until 1969. Photographs of this later crane appear in:the journal Welsh Railways Archive issues of May and November 2004 (Vol III, No's 9 & 10)
TVR breakdown crane. Peter Swift.
See RA25 page 70: the Taff Vale breakdown crane is recorded in John S. Brownlie's Railway Steam Cranes published by the author in 1973: it was a 20 ton crane, supplied by Alexander Chaplin of Glasgow in 1884. Based at the Taff Vale's Cardiff headquarters at Cathays, it was moved in GWR days to Caerphilly Works and withdrawn in 1935.
TVR breakdown crane. Peter Tatlow.
See RA25 page 70: crane illustrated was a 20 ton steam breakdown crane supplied by Alexander Chaplin & Co. of Govan, Glasgow, to the Taff Vale Railway in 1884, Works No. 2303. It is likely to have been displaced from Cathays in late 1911 to Caerphilly, when a much larger 36 ton crane was delivered from Cowans Sheldon on 13th December that year. The Great Western Railway accorded No. 73 to the Chaplin crane and the GW diagram is noted as condemned in a letter dated 30th July 1935. Mounted on three axles, it was registered to lift 20 tons at 12 feet radius and 12 tons at 18 foot, both with its propping girders extended and blocked up, and hence fixed in location. Alternatively, it could lift 10 tons at 12 feet radius and 5 tons at 18 foot when free on the rail and able to be moved at low speeds. Motions were driven by 7ins dia. x 12ins vertical cylinders mounted between the frames. A technical description can be found in The Engineer for 16th January 1885, pp 42 &48.
Extrack from John S. Brownlie's Railway Steam Cranes
Of direct railway interest was a 20 ton accident crane ordered in October 1884 by the Taff Vale Railway, of which, unfortunately, only brief details have survived. (See Figs. 107 and 108.) This was of the Firm's vertical engine type with cylinders (7 ins. x 12 ins.) inside the frames. It had sprung carriage, waggon type brake handle, was mounted on three axles, with the usual relieving-beams, etc., two of the axles being chain-driven. Apart from its size, it thus ranked as one or the first to be self-propelling. The hoisting gear worked single or double purchase wbile the capacity was given as 20 tons at 12 feet radius and 12 tons at 18 feet radius. The carriage, superstructure sides and the jib were of wrought-iron construction wbile the whole was described in 'The Engineer' as 'one of the most powerful yet'. A strange feature, by any standards, was that most of the clutches and the intermediate gearing were attached to the side-cheek on the outside, making them vulnerable to damage. The layout, too, was most unusual and included Right Hand drive which was unheard of for cranes' elsewhere. This crane was at the Cardiff Headquarters of the Company and, after Grouping, went for a while to Caerphilly where it lasted until 1935. Also, it was similar in capacity and general appearance to that completed a year or two earlier for the N.B.R. The latter had been built by Forrest & Company, also of Glasgow and we can only speculate as to whether more than coincidence was involved?
. Brian Penney sent this scan of the relevant paragraph from Brownlie's book, which, unfortunately for anyone looking to get hold of a copy (including your editor!), currently sells for around £75. Peter Tatlow also kindly enclosed a copy of
the GWR diagram but it is too feint to reproduce.
Richborough Military Port. J.A. Smith
See RA 24 page 2. The South Eastern & Chatham Railway in the 1914-18 War (Locomotion Paper No. 134) includes references to specific Richborough train services and notes that Dover Marine station, unfinished at the outbreak of war, was completed at the behest of the Government and opened in December 1914, so that it could be used as a military hospital base, with despatch of ambulance trains on a daily basis. Thus, it is unlikely that the ambulances in the photograph on page 15 would have been carrying casualties. A comparison between the 1918 map and the 1997 tourist map shows significant changes in the intervening eighty years. These include: Kitchener and Haig Camps, plus the Old Wharf, now being the site of a Pfizer chemical company complex; a new Sandwich by-pass, heading south west from near the north west end of the Old Wharf; considerable recent roadworks from the above point, towards Margate, and industrial units on the site of the New Wharf. Whilst it was possible to access the New Wharf and train ferry berth in the late 1990s, by 2006 the approach road was guarded by security staff. Richborough Power Station, been and gone (KPJ seemed to be there in October 2009), at the north end of the site, in the triangle between the River Stour, Sandwich to Margate road and the marshalling sidings. The adjacent Pegwell Bay is also the traditional site of the landings of the Saxons (AD449) and St. Augustine (AD597), as well as the location of the original cross channel hover port. Just inland, the Roman remains of Richborough Castle (fort) and the adjacent amphitheatre can be found. In the other direction, Dover is rich in archaeological remains, ranging from Roman, through Napoleonic, to WW2. What a piece of coastline and a pity that the least accessible of all the above is Richborough Port. What are the possibilities of an article on the equivalent French facilities? (The short answer to the last question is that RA was never intended to stray beyond the UK shores - but! A British WWl base on the French coast? We could perhaps stretch a point for that. Anyone want to volunteer? in true military fashion, all those not interested please take one step backwards! Ed.)
Marteg Accident in RA24. J.A. Smith. 60.
See Issue 24 page 48: wherein stated that the Cambrian 'Belpaire Goods' engines were prohibited from the Mid Wales line. The GWR Working Time Tables for Winter 1936/7, Summer 1938 and Summer 1939 state that: 'All ex-Cambrian Engines are permitted between Moat Lane and Brecon.' Does anybody know when things changed? As ever, my thanks to Alan Rhodes for provision of original WTT data.
The Locomotives of the GWR. Pt 10 Absorbed Engines 1922-47, RCTS 1966, page K73, in relation to the 'Belpaire Goods' engines states: 'In 1942, when weight restrictions on the Mid-Wales line were lifted, several of the class were sent to Brecon...'. This implies a war-time measure but the WTT quoted above indicate that the restriction had been removed some years prior to this. Recourse to earlier WTT might be the only way now to answer this. Ed.
On a different matter, Mr Smith has also written at length in regard to the Manchester-Bournemouth express workings, illustrated in a picture of a summer 1911 working at Oxford in RA24, p69, and further detailed in a paragraph on p56, same issue. In fact we have been supplied quite a bit more information about these workings, along with several illustrations, so rather than use bits of it in 'Down Postal', we shall be incorporating all of it into a future article.
L&NWR/North Staffs corrections. Edward Talbot.
See Issue 25 page 58 middle. the location seems correct, but the locomotive was not a 'George the Fifth' but a 'Claughton' and a rebuilt one at that. According to Walwyn's list, it is No. 5906 Ralph Brocklebank and the train looks like a Manchester-London relief, No. 5906 being a Longsight engine I believe at that time.
And again - plus a fake! Ted Lloyd.
See Issue 25 page 58 middle shows a large-boilered 'Claughton' 4-6-0 with Walschaerts valve gear, not a 'George the Fifth'. The middle picture of Welshpool on p80 is a well-known fake, the train having been superimposed on the photograph. In fact, it is some yards from the point where the railway actually crossed the road.
The Jellicoe Trains - the source of all the wagons. Keith Turton. 68
See RA20, pp33-7 (starts page 21) which records involvement of the Cardiff wagon hire firm of Henry G. Lewis & Co. in supplying wagons to transport South Wales Admiralty quality coal to receiving points in north east England and Scotland for the Grand Fleet of the Royal Navy. Although compiled from the contractor's records many questions remained. Specifically, from what source was Lewis able to obtain over 13,000 wagons to hire out to the Admiralty and other essential military operations during the First World War? The questions was asked: Did Lewis hire from other sources to re-hire to the Admiralty?
This question was provoked by the use of almost new wagons in Admiralty service, purchased by the Cardiff-based colliery agents Kestell Bros. Subsequently, these queries have been answered by the receipt of copies of Railway Clearing House correspondence, dated December 1920 and March 1921, which details the running numbers of several hundred wagons which were on hire from private owners and wagon hire companies to the main line pre-Grouping railway companies, together with hundreds more that had been in Admiralty service. All of these wagons were specifically noted as to be returned to H.G. Lewis, regardless of whose name was painted on the side of each wagon reported missing. A particular search was to be made on a specific day of every siding, marshalling yard and station, to locate the missing wagons and return them to their rightful owners. In December 1920, 1,059 wagons hired from Lewis were still missing. In March 1921, this figure had dropped to 525, twenty-eight months after the end of the war, but there were still 534 wagons to be located. The manner in which these instructions were worded makes it clear that Lewis had obtained many of the wagons that he had hired to the Admiralty from other wagon hire companies, from Cardiff coal exporters and Welsh colliery agents, with a sprinkling from other sources, some surprising, others through the partial pooling of 300,000 wagons belonging to large operators under Government regulation. Of the 1,059 wagons hired from Lewis reported missing in December 1920, 693 bore Lewis's own identification, 126 were indentified as belonging to Hall, Lewis Ltd, a firm in which Lewis was a partner, and 240 belonged to other owners yet were rented by the Admiralty through Lewis. Most belonged to Welsh owners, Cardiff coal exporters being represented by Kestell Bros, R. Dowdswell, Pentwyn Coal Co., Thomas & Stephens and Philip Earl. There were a number supplied by the Mineral Transport Company of Aberdare and Welsh Navigation Collieries. The most surprising contributions were the forty-two wagons owned by the Liverpool coal merchant James Edge and the four which belonged to Scholes of Bolton. It is possible that the latter two supplied wagons in emergency for the reloading of broken down wagons which could not continue their journey. Others originated from wagon hire companies, including the Ely Wagon Co., the Bolton Wagon Co., the Central Wagon Co. and the Lancashire & Yorkshire Wagon Co. Two were owned by the London coal merchants Charrington, Sells & Dale and a single wagon came from Wath Main Colliery in Yorkshire but there is no explanation as to how it managed to get into Lewis's clutches! Another surprise is that eight wagons hired by the Great Western Railway were also found in Admiralty traffic, contradicting the written order that they not be used for such a purpose. However, the most likely explanation is that they were fitted with end doors, which was the first criteria of the whole operation. Of the 534 wagons still outstanding in March 1921, RG. Lewis was still missing 303, Hall, Lewis 101 and the other traders 130. Missing wagon reports of all railway companies were common and issued frequently but the old adage of a needle in a haystack can be quoted - imagine searching a marshalling yard containing several thousand wagons on a wet day and trying to keep check and keep dry the many typewritten pages, or for that matter a colliery yard where wagons owned by such companies as Lewis were regular visitors and hoping to spot one or two of the missing. Of course some were never found. The RCH lists appear to have been issued every three months and these two examples appear to be the only survivors but one further question arises: Did the RCH circular go to any of the wagon repair companies? My thanks go to Michael Dunn of Bewdley, for making this and other fascinating information available from his personal collection.
Jutland into battle again. Peter Griffin
See previous correspondence in RA24 page 67 which criticises Ted Talbot's article on Jutland in RA23 page 41, and his response in RA25 page 26.
Regarding the Swordfish's performance, some years ago writer worked on a series of drawings of aircraft (including the Swordfish) in 'Heron Flight' of the Fleet Air Arm Museum at Yeovilton and there was much discussion with pilots regarding performance figures. The letter quoted a top speed of 130 mile/h plus, but speed can vary greatly according to ambient temperature and weather conditions, load, condition of aircraft and so on. Certainly, flying into a head wind of 20-30 knots on a stern chase of enemy vessels moving at high speed - 28 knots plus - the Swordfish, laden with a torpedo, would struggle alomg at 80 knots or so. Speed figures quoted in various publications were often taken from aircraft manufacturers trials figures, which can vary greatly with the aircraft in service.
Further reading:suggested "probably the most complete work of its kind", the six volume history by Arthur J. Marder, From the Dreadnought to Scapa Flow. The Royal Navy in the Fisher Era. 1904-1919 and specifically Vol. 3. Jutland and after, 1st edition 1966 and the 2nd revised and enlarged edition 1978.
Reply From Edward Talbot
Many thanks for showing me this letter from Peter Griffin. In his previous letter, he was scathing about my account of the Swordfish; now he agrees with it. This debate has gone on long enough, however, and I see no point in pursuing it further. I stand by what I have written previously and I am happy to leave readers to draw their own conclusions.
Re-coaling Naval ship. 68.
Superb contemporary photograph of Naval ratings engaged in the filthy task of re-coaling their vessel: all were required to assist, regardless of their job on board, with sacks first being filled and then emptied into the bunkers.
Postle, David and Kidderminster Railway Museum The
Frank Carrier Photograph Collection. 2: an industrial selection.
Previous part in Issue 23 page 25. F.G. Carrier, a section leader in the Development and Design branch of the Derby Drawing Office, was largely responsible for what both Stanier's and Riddles' engines looked like. He was a railway enthusiast and photographer and was friends with Ron Jarvis and John Adams. His photographic collection is kept in the Kidderminster Railway Musuem. Part 3 see Issue 28 page 25 et seq.
|Narrow gauge convertible (2ft-3ft gauge) Sentinel locomotive: see also letter from R. Fox in Issue 28 page 44 who gives more information on this type and this specific locomotive||41|
|Seaton Burn Coal Co. No.1 0-6-0ST (R. & W. Hawthorn WN 1977/1884)||42||a|
|Stanton No. 6: Fox Walker WN 296/1876 outside cylinder 0-6-0ST||43u||b|
|Peckett WN 855/1900 0-6-0ST Shelton at Shelton Iron & Steel Works, Eruria in 1934||43l||c|
|Barrow Haemarite Steel Co. Peckett WN 1895/1935 inside-cylinder 0-4-0ST No. 1||44u|
|Barrow Haemarite Steel Co. Kerr Stuart WN 4007/1919 inside-cylinder 0-4-0ST: letter from Brian Lacey (27 page 56): not a Kerr Stuart locomotive, but ex-Furness Railwsay 0-4-0 converted to saddle tank||44l|
|Hunslet WN 531/1891 0-6-0ST Mortomely at Thorncliffe Ironworks & Collieries at Chapeltown||45u||d|
|Lewin 0-4-0T Tiny (formerly Corfe): 3ft 9in gauge at Norden clay pits near Corfe Castle: letter from Brian Lacey (27 page 56):states that caption building date is incorrect aand must be post 1875 (see Stephen Lewin & the Poole Foundry by Wear and Lees)||45l|
|Outside-cylinder 2-4-0T Birch at Cannock & Rugeley Colliery||46u||e|
|Orenstein & Koppel (WN 10903/1925) outside cylinder 0-4-0T Kinder owned Lehane, Mackenzie & Shand||46l||f|
|Outside-cylinder 0-4-0ST Tommy in Cliff Quarry on Crich Mineral Railway in spring 1936||47||g|
|De Winton vertical boiler 0-4-0 Inverlochy on 2ft gauge railway at Pen-yr-Orsedd Quarry, Nantlle on 12 June 1935: see also letters from Andrew Wilson Issue 27 page 56 and Brian Lacey (suggests Penmaenmawr 3ft gauge locomotive)||48u|
|Hunslet 1ft 10¾in gauge WN 605/1894 0-4-0ST Margaret in Penrhyn Quarry, Bethesda||48l|
|Robert Stephenson & Co. 4-4-0ST WN 1859/1870 Emlyn at Micklefield Colliery on 4 July 1935: letter from Brian Lacey (27 page 56):attempts to give complete history of this locomotive citing Locomotive Mag. 1936 pp. 41 and 132 and several parts of Industrial Railway Society concluding with Industrial railways and locomotives of West Yorkshire (Smith and Etherington)||49u|
|Beyer Peacock WN 3679/1895 outside cylinder 2-6-0 as Hartley Main Colliery Co. No. 16: see also Mike Barnsley 27 page 56||49l||h|
|Kitson 0-6-2T WN 3069/1887 as Lambton, Hetton & Joicey Collieries No. 55 (ex-Cardiff Railway)||50u|
|Sharp Stewart outside-cylinder 0-6-0T WN 2358/1873 No. 2 Haverhill on South Hetton Railway on 20 July 1933||50l||i|
a.: Formerly Alexandra (Newport & South Wales) Docks & Railway No. 12: sold by GWR to J.F. Wake in 1932
b.: Stanton Ironworks, Ilkeston: ex-Lawrence, a Contractor of Cheltenham: Carrier's son Michael in photograph
c.: Ex Hulton Colliery, near Bolton
d.: Owned by Newton Chambers: large number of people in photograph
e.: Constructed at Rawnsley in late 1880s: designed by Williamson. Name stemmed from Thomas John Birch, Chairman
f.: Contractors for Fernilee Reservoir built by Stockport Corporation in Goyt Valley
g.: Built for Cranford Ironstone Co. by Markham & Co. of Chesterfield in 1889: considerable detail about Crich Mineral Railway . See also LMS Journal, 2009 (26), 5.
h.: Originally Midland & South Western Junction Railway No. 14 Mike Barnsley gives history of Midland & South Western Junction locomotive: the frames were sold to J.F. Wake of Darlington or to Cashmores of Newport (latter more probable) who sent them to the North British Railway at Cowlairs which provided a boiler and cab. It then worked in Fife either at Rosyth or at Crombie. It them was sold to J.F. Wake who prepared the locomotive for the Cramlington Coal Co and eventually it became Hartley Main property.
i.: Originally supplied to Cornwall Minerals Railway, later ran on Colne Valley & Halstead Railway. Driver Coulthard noted
Aves, Bill. Oil-firing on the Great Eastern Railway
and Holden's 'watercart tenders'. 51-60.
|E4 2-4-0 No. 62797 at Stratford in January 1954 with tender No. 7542. S23 type see letter from Lyn Brooks (Issue 27 pp. 38/56)||51|
|D15 No. 2502 with tender No. 8891||52|
|D14 No. 8895 at March on 25 July 1938||53|
|E4 2-4-0 No. 62794 leaving Cambridge for Colchester on 13 May 1950||54|
|Y14 (later J15) 0-6-0 No. 541 on turntable at Colchester||55u|
|E4 No. 7483 (still in GER grey livery) at Doncaster GNR shed||55l|
|Y14 No. 611 with cylindrical oil tank on tender: S23 type see letter from Lyn Brooks (Issue 27 pp. 38/56)||56u|
|P43 4-2-2 No. 11 equipped for oil firing at Stratford in 1898||56l|
|D13 No. 8026 probably at Stratford||57u|
|E4 No. 7415||57l|
|D13 Nos. 8028 and 8016 at Bishop's Stortford in 1930s||58|
|E4 2-4-0 No. 62784 at Cambridge in September 1953||60|
See also extensive letter from Lyn Brooks (Issue 27 pp. 38/56) on Great Esatern tenders and their classification.See also letter from Michael Hardy (Issue 27 page 56) wherein he states that 'Watercart' tenders also known as 'Bell' tenders after Arthur Morton Bell who worked with Holden to develop and market the Holden system of oil firing
Parkhouse, Neil. Digitally manipulating photographs in aid of historical
How extra information may be gleaned by distorting (twisting) images electronically using Photoshop or other image editing software: examples relate to deatil on coal wagons..
Talbot, Edward. London & North Western Railway engine nameplates
and the full stop. 62-7.
Nameplates illustrated: Staffordshire; Charles Dickens; Lord Loch; City of Paris; Henry Cort; Queen of the Belgians; Warwickshire; City of Lichfield; The Auditor; Caradoc; Emperor; Daphne; Robin Hood; Sir Hardman Earle; Rowland Hill; Duchess of Lancaster; Phantom, Ajax. Further colour illustrations on rear cover: Topsy; Cyclops; Prospero; Lady Godiva; Sir Frederick Harrison; Lord of the Isles; Sir Robert Turnbull and Private W. Woode V.C. Locomotives illustrated: No. 2053 Greater Britain at Wolveton; Tiny and Nipper (both eightenn inch gauge 0-4-0 shunters in Crewe Works); George the Fifth class No. 445 P.H. Chambres at Stoke-on-Trent c1914;
Alsop, John. Wish you were here! Railway postcards of South East Scotland. 68-80.
|0-6-0 No. 1059 with passenger train at Haddington in mid-Edwardian period||70u|
|0-6-0 No. 22 at Gullane with portion of Lothian Coast Express||70l|
|Drem Junction with electric lighting||71u|
|0-4-4T No. 91 at North Berwick||71m|
|4-4-0 No. 9882 at East Fortune with passenger train||71l|
|Eyemouth c1904 showing sidings with wagons||72l|
|Gordon (2 views) c1905||74|
|Earlston with train||75u|
|Earlston on 3 October 1908 with Prime Minister Asquith and his wife arriving: see also article in Backtrack, 2010, 24, 142. and letter in Issue 27 page 56 from Keith Fenwick who states that "Master" in caption was not station master, but the Master Of Elibank, a prominent Liberal politician.||75l|
|Pencaitland (incorrectly called Saltoun on postcard) post-1923||76u|
|Saltoun stattion with Gifford train entering hauled by 4-4-0T No. 77 pre-1911||76l|
|Gifford station with 0-6-0T No. 96||77|
|Gifford station (two views)||78|
|Oxton station (two views) Upper view may show Board of Trade inspection on 28 June 1901||79|
|Oxton station with 4-4-0T No. 52 in 1911.||80|
|Grants House with train (coloured PC).||ibcu|
|Reston 1906 (coloured PC).||ibcm|
|Eyemouth 1906 (coloured PC).||ibcl|
|Lothian Coast Express haualed by 4-4-0 No. Dirk Hatterick having enjoyed the nineteenth running at speed on wrong line. (coloured PC).||rear cover|
Number 27 (June 2010)
Parkhouse, Neil. The broad gauge at Gloucester
The first railway in Gloucester was a tramroad to Cheltenham opened in 1811. It was 3ft 6in gauge and brought stone down from the quarries at Leckhampton and took up coal from the docks on the Severn. It was the location of trials with an early steam locomotive: Royal William built at Neath Abbey. The Birmingham & Gloucester was the next to arrive: it received its Act in 1836. The Cheltenham & Great Western Union was also approved in 1836 to build a line from Swindon to Gloucester, but the Act stipulated that there should only one railway between Gloucester and Cheltenham. As the line from Swindon would be broad gauge the scene was set for trouble for all concerned. Another broad gauge line the Bristol & Gloucester opened on 8 July 1844.
Includes a section on the Midland Railway's broad gauge locomotives.
See also Gt Western Rly J., 2002, (44), 194 and references therefrom.
Aerial view with Gloucester Midland and Great Western stations and Tuffley Loop visible. 2
Gloucester Westgate Bridge c1790. 3
Map c1820. 4u
Gloucester Docks c1840 (engraving). 4l
Queen Victoria and Prince Albert changing trains from standard to broad gauge on 29 September 1849 Illustrated London News 5u
Midland Railway station forecourt c1890. 5l
Transhipment of freight Illustrated London News. 6; 7
Birmingham & Gloucester Raiilway plan of 1844. 8.
Gloucester station South Wales Railway plan 1845. 9
Gloucester Midland station 1851 plan from Gloucester Ratings Survey. 10-11.
Gloucester GWR station engraving c1851 looking towards Cheltenham. 12u
Gloucester 'T' station photographed in 1958. 12l
Gloucester GWR station c1860 (photograph). 13u
Map 1855 from MacDermot 13l
Plan of Black Bridge from a Gloucester Insurance plan of 1891 showing pump house. 14
pump house. 14 inset
Black Bridge (swing span). 14 lower
Viaduct across flood plain: view with Cathedral beyond qnd River in foreground. 15 upper
Extract from Act requiring swing bridge. 15 right
Aerial view c1930. 15 left
GWR 4-4-0 crossing viaduct over flooded flood plain, c1904. 15 bottom
Bridges at Over c1905. 16t. See also Gt Western Rly J., 2003 (46), 302.
Bridges at Over c1920. 16b:
Grange Court Junction probably on 23 August 1869 after gauge conversion of Hereford, Ross & Gloucester. 17
Gauge conversion train at Grange Court Junction in May 1872 with Gooch broad gauge 0-6-0
Cheltenham engine shed in 1849 with Polar Star, Alligator and Javelin. 19u
Cheltenham engine shed in 1904 with Metro 2-4-0T No. 1464 19l
Bridge over Wye at Chepstow: engraving Illustrated London News 1852. 20 upper
South Wales Railway: Parliamentary map of 1853 section: Gloucester to Chepstow. 20 centre
Wye Valley Junction on 11 April 1955 (H.C. Casserley), 20 lower
Bullo Pill engine shed c1910. 21 upper
Bullo Pill engine shed after closure on 2 June 1936. 21 lower
2-2-2 Rising Star, G.F. Bird drawing. 22 upper
Cheltenham engine shed in 1849 with Polar Star and Javelin. 22 lower
Oakle Street station looking west 23 upper
Grange Court station 1855 engraving. 23 lower
4-4-0ST Ovid: G.F. Bird drawing. 24
4-4-0ST Hesiod on viaduct. 25 upper
4-4-0ST Brigand: G.F. Bird drawing. 25 lower
2-2-2 Actaeon boiler explosion on 5 February 1855: Memorial card for Driver John Brown. 26 upper
2-2-2 Leopard (Fire Fly class): photograph of derailment at Lydney on 19 April 1862 [shows wagon tips for transferring coal off Severn & Wye Tramroad into broad gauge wagons]. 26 lower
0-6-0 Steropes derailed. 27 (3 illus.)
4-4-0 Rob Roy involved in Bullo accident of 5 November 1868: shows dead cattle, but not the drovers in van crushed by locomotive. 28; 29 (3 illus.)
4-4-0 Rob Roy before accident in 1860. 29 lower
4-4-0ST Corsair: G.F. Bird drawing. 30 top left
4-2-2ST Red Star: G.F. Bird drawing. 30 top right
Hereford, Ross & Gloucester timetable, November 1858. 30
South Wales Railway timetable, 7 July 1853. 30
2-4-0 Stephenson on Gloucester Viaduct (photograph). 31u
2-4-0 Bury on Gloucester Viaduct (photograph). 31m
2-2-2 Saturn on Gloucester Viaduct (photograph). 31l
0-6-0 Lagoon* on Gloucester Viaduct (carte devisite). 32
0-6-0 Camyses on Gloucester Viaduct (carte devisite). 33
0-6-0 Zetes with Gloucester Union Workhouse Hospital behind. 34
William Shackleford's Railway Carriage & Wasgon Works, Cheltenham: engraving from Measom's Guide to the Great Western Railway. 35
Reverse of Barrett CDV and map of Barrett's studio location. 36
Table of broad gauge locomotives known to have visited Gloucetsr. 37
* origin of the name is discussed: probably intended to be Laocoon.
Brickwork on viaduct in poor condition.
The photographs, notably the carte devisite, were the work of Richard Henry Barrett, who had premises alongside the viaduct and were not the work of R.E. Bleasdale, although he was responsibe for their preservation.
Down postal. 38; 56
James Holden's 'watercart' tenders. Lyn D. Brooks
See Issue 26 page 51: and specific illustrations. Worsdell introduced the H14 tender for the G14 2-4-0 in 1882 and the Z14 for the Y14 0-6-0 in 1883. Holden continued to use the Z14 for the Y14 class and the T19 2-4-0. In 1889 he experimented with rubber spring hangers on locomotives and tenders and this included its use on later Z14 tenders, but the main use of rubber modified spring gear was on the S23 type which incorporated other modifications. The tender shown on page 51 is an S23; similarly on 56 upper it is an S23.
James Holden's 'watercart' tenders. Michael Hardy. 56
See Issue 26 page 51:
Some Carrier industrial loco corrections and observations. Andrew Wilson.
See Issue 26 page 48 upper: caption incorrect suggests Penmaenmawr 3ft gauge locomotive: David Postle agreement and reproduction of Pen yr Orsedd de Winton (Issue 28 page 44).
Some Carrier industrial loco corrections and observations. Paul Jackson.
Some Carrier industrial loco corrections and observations. Brian Lacey.
Complex letter with observations on several photographs in Issue 26 by Frank Carrier: shares with Andrew Wilson (ibid) observations on Issue 26 48 upper: i.e. Penmwaenmawr & Welsh Granite Co. 3ft gauge de Winton (see also Abbott Vertical boiler locomotives and railmotors built in Great Britain). Carrier photograph 44 lower: not a Kerr Stuart locomotive, but ex-Furness Railwsay 0-4-0 converted to saddle tank. See 45 lower (Lewin locomotive Tiny) caption building date is incorrect aand must be post 1875 (see Stephen Lewin & the Poole Foundry by Wear and Lees).
Some Carrier industrial loco corrections and observations. Mike Barnsley.
See 26 page 49 lower: gives history of Midland & South Western Junction locomotive: the frames were sold to J.F. Wake of Darlington or to Cashmores of Newport (latter more probable) who sent them to the North British Railway at Cowlairs which provided a boiler and cab. It then worked in Fife either at Rosyth or at Crombie. It them was sold to J.F. Wake who prepared the locomotive for the Cramlington Coal Co and eventually it became Hartley Main property.
The Master of Elibank. Keith Fenwick.
See Issue 26 page 75 lower: states that "Master" in caption was not station master, but the Master Of Elibank, a prominent Liberal politician.
Arman, Brian. The H.L. Hopwood Collection 1901-1926. Part 9: The Rhymney
Railway in 1905. 39-44.
All photographs taken at Cardiff East Dock on 31 July 1905 shortly after Cornelius Lundie retired who had been general manager and in charge of all engineering matters (the Rhymney Pooh-Bah according to Ahrons via Dawn Smith) until his retirement in January 1905 aged nearly ninety [KPJ Marshall spells name Lundie not Lundy and states was aged 89 at time of his death in 1908].
|0-6-0 No. 3 (Vulcan Foundry 1857)||
|0-6-0 No. 6 (Vulcan Foundry 1857)||
|0-6-0ST No.11 (Vulcan Foundry 1858)||
|0-6-0 No. 13 (Kitson 1857)||
|0-6-0 No. 14 (Kitson 1857)||
|0-6-0ST No. 55 (Sharp Stewart WN 3184/1884)||
|2-4-2ST No. 64 (Vulcan Foundry WN 1291/1890)||
Atkins, Philip. Do it yourself locomotive building; a peculiar British
custom: Part 1. 45-55.
Few British railways did not construct their own steam locomotives, once the initial period had passed. Crewe and Swindon constructed the vast majority of locomotives used on the LNWR and GWR respectively and in several places, notably Glasgow and Darlington railway company construction took place alongside that of notable "private" builders. In most other countries locomotives were constructed by specialist firms. In Britain, some quite small shops were capable of locomotive construction: Great Canal Street in Dublin was probably the last survivor of this type, and it seems incredible that railwayless (almost roadless) Melton Constable could be the scene of locomotive construction [Norfolk Green (excellent bus company) amazingly has an electronic screen display with "Melton Constable" on it: a virtual destination].
|Crewe Works Erecting Shop in 1848 (engraving)||45|
|Table 1: numbers of locomotives constructed in British railway company workshops*||46|
|Boiler Shop at Horwich c1905: boiler barrel being shaped on roller machine||47|
|Table 2: British total train mileage and locomotive stock changes 1895-1905||48|
|Richmond Locomotive & Machine Works postcard showing 4-6-0||48|
|Caledonian Railway St. Rollox Works: Class 152 being rebuilt with condensing apparatus and No. 485 being converted from crane tank to Erecting Shop shunter||49|
|Brighton Works: B2 4-4-0 No. 211 Whitworth being rebuilt as B2X and probably No. 202 Trevithick||50|
|No. 2 Erecting Shop at Crewe with 0-6-0ST Special Tank, DX 0-6-0 and 0-6-0ST No. 50 [square tank and condensing apparatus]||51u|
|Erecting Shop at Doncaster with D2 4-4-0 No. 1345 being lifted by gantry crane||51l|
|Beyer Peacock advertisement from Railway News 1914 showing 4-6-0 for South Manchuria Railway and 0-4-0+0-4-0 Beyer Garratt||52|
|Hudswell Clarke advertisement showing Rhymney Railway S Class 0-6-0T and Londonderry & Burtonport Extension Railway 4-8-4T||53u|
|Balwin Locomotive Works advertisement from Railway News 1914 showing 2-8-00 for Paulista Railway in Brazil and 4-6-0 for Chilian State Railways||53l|
|Repair shop at Melton Constable, Midland & Great Northern Joint Railway||54|
|Frames for Drummond F13 4-6-0s under construction at Nine Elms in 1905||55u|
|Vulcan Locomotive Works advertisement from The Engineer 1908 showing 4-4-2 Atlantic|
*Includes when Works started construction: e.g. Maryport & Carlisle Railway at Maryport in 1900
Wells, Jeff. The railway's involvement in the Manchester
Royal Jubilee Exhibition of 1887. 57-69.
Situated on Manchester, South Junction & Altringham Railway in Old Trafford adjacent to the Lancashire County Cricket ground. Queen Victoria's Golden Jubilee was on 20 June 1887, and it was celebrated by several events including the one described in this article, the formal opening of which was delegated to the Prince Edward and Princess Alexandra of Wales on 2 May 1887. The Prince and Princess stayed at Tatton Hall near Knutsford as the guests of Lord Egerton. Contemporary accounts taken from the Manchester Guardian and the Manchester Courier. Excursions came from away and many originated on the L&YR. Text refers to Nasmyth Wilson.exhibit for Midland New Zealand Railway: Aves augments informatio: letter (29) page 24; Text also refers to Beyer Peacock exhibit for Dutch State Railway once again Aves gives further information. In Issue 28 Peter Swift gives further information on Beyer Peacock locomotive WN 2822/1887 for Dutch State Railways (and illustration) and Andrew Wilson confims this and gives a wealth of information abour Dot and its survival..
|Sharp Stewart 2-8-0 for metre gauge||57|
|Plan of Exhibition layout and Exhibition station||58|
|Illustrated London News of 7 May 1887 aerial view of Exhibition buildings||59|
|Exhibition station with train in platform and high level entrance/exit to Exhibition||60|
|Illustrated London News of 7 May 1887 central dome and indoor fountain||61|
|Webb LNWR 2-2-4-0T No. 2974 in photographic grey||63|
|Barton Wright LYR 4-4-0 of J2 class No. 300 delivered from Vulcan Foundry: see letter (29 page 24) which argues that was an unlikely exhibit||64|
|MSLR 4-4-0 No. 561: exhibit and used on Manchester-King's Cross expresses||65u|
|LYR invalid carriage No. 274 with Pope's oil gas illumination||65l|
|LYR invalid carriage No. 276 engraving from The Engineer, plan & cross section||66-7|
|18 inch gauge locomotive built Beyer Peacock for LYR Horwich Works: diagram & photograph*||68|
|Diagrams of Gresham & Craven fireboxes fitted with vacuum brake ejectors and feedwater injectors||69|
*Drawing showing Dot (with tender) as exhibited and Robin: as supplied subsequent to Exhibition
Fly shunted: an L&SWR horse-drawn light delivery van c1885. 70
Treloar, Peter. Wish you were here! Postcards of the...
English (and one Scottish) narrow gauge railways. 71-80+
|0-6-0ST Miner on Redruth & Chasewater Railway in Carnon Valley in 1890s||71|
|0-6-0ST Spitfire on Redruth & Chasewater Railway proably at Devoran||72u|
|2-6-2T Pioneer on Pentewan Railway||72l|
|Fletcher Jennings 0-4-0ST locomotive on Peters Marland 3ft gauge railway||74|
|Lynton & Barnstaple 2-6-2T on mixed train||75u|
|Lynton station with 2-6-2T||75l|
|Calshot 2ft gauge railway with Andrew Barclay 0-4-0WT hauling troops||76u|
|Bagnall (1895) 2-4-0T Camber on 3ft gauge Rye & Camber Tramway||76m|
|Volks Electric Railway 2ft 8½in gauge c1924||76l|
|Kerr Stuart 0-6-2T (WN 2368) Sunbury: see also Archive Issue 17 (1998)||77u|
|Southwold Railway mixed train leaving Southwold||77m|
|Southwold Railway: 2-4-2T Southwold (Sharp Stewart 3913/1893) on mixed train||77l|
|Snailbeach District Railways 2ft 4in gauge Kerr Stuart Skylark type WN 802/1902 used in building Leek & Manifold||78u|
|Henry Hughes 0-4-0ST Toad on 3ft 6in gauge Caldron Low quarry track||78m|
|Leek & Manifold Light Railway||78l|
|Ashover Light Railway train at The Butts||79u|
|Baldwin 4-6-0T Hummy on Ashover Light Railway||79l|
|Hunslet 0-4-0WT Esme on 18in gauge Sand Hutton Light Railway||80u|
|Ravenglass & Eskdale Railway 0-6-0T Devon (Manning Wardle WN 545/1875)||80m|
|Ravenglass & Eskdale Railway train in 1906||80l|
|Leek & Manifold Light Railway (coloured)||ibc u|
|Campbeltown & Machrihanish view of train at Machrihanish (sepia)||ibc m|
|Campbeltown & Machrihanish Railway Andrew Barclay 0-6-2T Argyll (WN 1049/1906) (coloured)||ibc l|
Number 28 (September 2010)
Ashwood Dale with MR 4-4-0 on Manchester express.
Coloured postcard: painting based on photograph
Phillips, Stephen. The Barry Railway's paddle steamers. 2-24.
Pleasure steamers on the Bristol Channel were influenced by the somewhat similar activities in the Firth of Clyde: indeed the sons Peter and Alec Campbell of Captain Robert (Bob) Campbell decided in 1888 to move their business from the Clyde to the Bristol Channel due to competition from the Glasgow & South Western and Caledonian Railways. Edwards, Robertson & Co. with their vessel Lady Margaret entered into competition and attempted to railway access over the Taff Vale, Great Western and Midland Railways at several piers, including Cardiff and Sharpness. In 1895 the Barry Railway decided to enter the excursion steamer business, but had to wait until 1904 to obtain Parliamentary approval to operate steamers, and this required clauses to limit competition with the Campbell's activities. The vessels, Gwalia and Devonia, were built by John Brown & Co. and followed the architcture adpoted by the Glasgow & South Western Railway for its fleet. The Westonia was acquired secondhand for the service to Weston: she had been built at Kinghorn by J. Scott & Co. in 1899 as the Tantallon Castle, later the Sussex Belle, and Rhos Colwyn. P. & A. Campbell sued the Barry Railway for breaching the limitations of its Act through its operations under the The Barry & Bristol Channel Steamship Co. and the Red Funnel Line. To legitimatise its activities the Barry Railway ordered a new vessel the Barry which wqas similar to the GSWR Mars and the Belfast & County Down Railway Slieve Bearnagh. In 1909 the Barry Railway was forced to withdraw from the steamer business and the vessels were sold: the majority of the boats were eventually acquired by Campbell's
|Barry Railway map of Bristol Channel||2|
|Barry Pier: Gwalia and Barry||3|
|Portskewett Pier c1875||4|
|Campbell Westward Ho leaqving Sharpness c1906||5u|
|Penarth: Taff Vale Railway poster: Edwards, Robertson & Co. steamer services||5m|
|Penarth Pier: Campbell's Lady Margaret||5l|
|Barry Pier:Gwalia & Devonia late 1905||6|
|Barry Devonia & Westonia at Barry Pier 1907||7u|
|Gwalia departing IlfracomDevoniabe 1905||7l|
|Gwalia at Bristol Hotwells turning in Avon||8|
|Barry Railway 2-4-2T No. 22||9u|
|Gwalia off Burnham-on-Sea c1907||9l|
|Birnbeck Pier Weston-super-Mare c1907||10u|
|HMS Montagu wrecked on Lundy Island||10l|
|Devonia (Red Funnel Line)||11u|
|Gwalia (Red Funnel Line)||11m|
|Gwalia at Newport landing stage||11l|
|Gwalia in River Usk in 1905||12u|
|Gwalia in River Avon||12m|
|Gwalia backing away from Barry Pier with pilot cutters in background||12l|
|Burnham staion (Somerset & Dorset Railway with Johnson C Class 0-4-4T No. 14||13u|
|Burnham-on-Sea with Campbell's Britannia||13l|
|Burnham staion c1905 with side opened||14u|
|Burnham Queen's Hotel with gradient post (1 in 21 onto pier); narrow gauge track and coach bodies||14l|
|Lynmouth: Barry with passengers being loaded via rowing boats||15l|
|Red Funnel Line handbill||16|
|Campbell Albion and Devonia at Newport on River Usk in 1907||17u|
|Gwalia alongside pier in Ilfracombe c1907||17l|
|Gwalia in Cardiff Docks in 1905||18u|
|Westoni, Marchioness (Cardiff & Bristol Steamship Co) and Gwalia on 13 July 1907 for opening of Queen Alexandra Dock, Cardiff||18l|
|Barry Pier:Barry, Devonia and Westonia and train n station headed by 2-4-2T c1908||19|
|Barry Pier:Westonia and Barry preparing to depart c1908||20|
|Gwalia: crew with Captain W. James||21u|
|Gwalia: arriving Ilfracombe 3 September 1908 (Batten)||21m|
|Devonia (owned P. & A. Campbell) in Avon Gorge c1913||22u|
|Devonia as Royal Navy 182 at Hotwells, Bristol in 1919||22m|
|Devonia arriving Bournemouth c1930||22l|
|Gwalia probably at Fleetwood when purchased Furness Railway and not yet renamed Lady Moyra, May 1910||23u|
|Beached vessel: Devonia? during WW2||23m|
|Table: Red Funnel Lne fleet summary||23l|
|Barry pier station 1922||24u|
|Normandy (owned Richards) at Ilfracombe on Swansea service (built in 1882 for LBSCR with Stroudley patented feathering paddle wheels)||24l|
Postle, David and Kidderminster Railway Museum. The
Frank Carrier Photograph Collection. 3: An L&NER selection.
Note: the LNER Pacifics known to many enthusiasts as the A3 class were at the time Frank Carrier took his photographs were classified as A1 (i.e. with 180 psi boilers). In some of the pictures one can almost hear the syncopated bark of a Gresley Pacific working flat out on the climb to the limestone escarpment south of Grantham.
|D6 (GCR Class 11A) No. 5871 at Manchester Central||25|
|C1 Atlantic No. 4421||26|
|X3 2-2-4T No. 1679 inside York shed||27u|
|A1 No. 4473 Solario leaving Peascliffe Tunnel on down express||27l|
|A1 No. 2255 Centenary climbing to Stoke Summit on southbound express c1933||28u|
|A1 No. 2548 Galtee More climbing to Stoke Summit on southbound express||28l|
|K3 No. 167 (unlined black) at Saltersford, south of Grantham on express including at least two six-wheelers in 1931||29|
|C1 Atlantic No. 4450 on up Yorkshire Pullman at Great Ponton||30u|
|C2 Atlantic No. 3271 (former 4-cylinder locomotive rebuilt with two inside cylinders on up slow formed of very assorted rolling stock nearing Peascliffe Tunnel||30l|
|C1 4-cylinder simple Atlantic No. 3279 at Peterborough on 16 June 1935||31u|
|A4 No. 2509 Silver Link on King's Cross shed on 14 September 1935||31l|
|B3 No. 6167 fitted Caprotti valve gear on Leicester shed||32|
|C14 4-4-2T No. 6126 at Nottingham Victoria with Driver Wilce||33u|
|B17 No. 2848 Arsenal at Doncaster in 1938||33l|
|W1 No. 10000 at Doncaster in 1938||34|
|C12 4-4-2T No. 4538 at Doncaster in 1938||35u|
|V2, J39 and D20 (R Class) No. 2106 at York||35l|
|D20 (R class) No. 724 on express at unknown location||36u|
|B12 No. 1524 (round-top boiler) leaving Inverurie with Aberdeen to Inverness express post WW2||36l|
|A4 No. 4462 Great Snipe at York with express for Newcastle (Frank Carrier on platform) see note||37|
Note: caption notes that nameplates were cast for Buzzard
Arman, Brian. The H.L. Hopwood Collection 1901-1926.
Part 10. The Lancashire & Yorkshire Railway in 1901-2. 39-43.
See also letter from Jeffrey Wells (Issue 29 page 24) concerning the origins of the Lancashire & Yorkshire Railway in the Manchester & Leeds Railway and that Branwell Bronte worked at Sowerby Bridge and then at Luddendenfoot stations. He was dismissed from the latter for culpable carelessness due to opium and alcohol.
|Barton Wright 4-4-0 No. 837 (with Joy valve gear) on turntable at Liverpool Exchange on 15 August 1902||38|
|Barton Wright 0-4-4T No. 14 at Liverpool Exchange on 15 August 1902||39|
|Aspinall 2-4-2T No. 76 at Liverpool Exchange||40|
|Aspinall 0-6-0 No. 1054 with coal empties at Rainford Junction on 14 August 1902||41u|
|Barton Wright 4-4-0 No. 875 at Rainford Junction on 14 August 1902||41l|
|0-6-0ST No. 570 at Blackrod: 4-plank dumb buffer wagon with cast iron plate: Scot Lane Colliery near Wigan||42u|
|Aspinall 6ft 4-4-0 (supplied Beyer Peacock) No. 996 at Leeds Central on 5 August 1901||42l|
|2-4-2T No. 1391 at Leeds Central on 5 August 1901||43|
'Down Postal'. 44.
Carrier industrials. David Postle.
See letter from Andrew Wilson (Issue 27 page 56) and photograph (Issue 26 page 48 upper): agrees that Penmaenwawr Quarry and reproduces herein Pen y Orsedd de Winton locomotive
Carrier industrials. R. Fox
See Issue 26 page 41: the Sentinel shown worked at Derby Riverlands before 1934
Manchester Exhibition locomotives. Peter Swift.
See Issue 27 page 57: further information about Beyer Peacock exhibit: 2-4-0 for Dutch State Railways WN 2822/1887
Manchester Exhibition locomotives. Andrew Wilson
See Issue 27 page 57 confirms above and adds a lot about Dot and its survival at the Narrow Gauge Railway Museum at Tywyn.
Atkins, Philip. Do it yourself locomotive building; a peculiar British
custom: Part 2. 45-52.
Follows the story of British private steam locomotive builders through the Grouping Period, from 1923 to 1947, and into Nationalisation when no new steam locomotives were ordered by British Railways from outside workshops. Note claims that term Austerity was first applied to a locomotive type by the Daily Express when recording the Bulleid Q1 0-6-0.
|Vulcan 9Q 4-6-0 for GCR/LNER||advertisement Locomotive 1924||45|
|Vulcan order book||45i|
|Table 4: estimated locomotive production||46u|
|U1 LNER Beyer Garratt No. 2395||Beyer Peacock Works photograph||46l|
|Class 5 Nos. 5021 and 5022 under construction at Crewe See letter in 29 page 54 from Jon Hughes (could not have been numberts quoted as they were built at Vulcan Foundry)||A.V.C. Mace photograph||47u|
|Andrew Barclay advertisement: 4F 0-6-0 for LMS||47l|
|Swindon Works: under repair 54XX, Castle & 2 Kings||48u|
|WD 2-8-0||Rly Gazette||48m|
|WD 2-10-0||Rly Gazette||48l|
|Austerity (WD) 2-8-0 under construction (4 stages)||Rly Gazette||49u|
|WD 2-8-0 at work near Ferme Park Note 1||LNER publicity||49l|
|Vulcan Foundry advertisement with British Railways B1 4-6-0; Liberation 2-8-0; 2-10-0 for Turkish State Railways etc||Locomotive Magazine||50|
|Franco-Crosti 9F 2-10-0 under constructiom at Crewe Works||Locomotive Magazine||51u|
|Rable 5: diesel locomotive production: BR and private builders 1957-68||51l|
|North British Locomotive Company advertisement||Locomotive Magazine 1955||52u|
|Table 6 steam locomotive production by decade: 1831-40 to 1951-60||52|
Note 1: caption states 2-10-0 (no sign of wide firebox or extra axle: cites RA 10 page 4 et seq for location
Harter, Jim. A passion for old railway egravings. 53-62.
An American bibliophile with very considerable financial and time resources who has collected together a huge collection of engravings from both North America and Europe in books and periodicals.
|Manchester (Liverpool Road) station||Engineering 17 September 1880||53|
|George Stephenson's second Killingworth locomotive||Engineer 21 August 1857||54u|
|Stockton & Darlington Railway No. 60 Cleveland Note 1||Engineer 6 February 1885||54l|
|4-4-0 Rapid built Boston Locomotive Works||Engineer 6 March 1857||55u|
|Chicago station: passengers entraining||German unknown publication||55l|
|Manhattan Elevated Railroad||New York Illustrated 1882||56u|
|0-6-0T Ant built Porter, Bell & Co. of Pittsburg Note 2||Engineer 26 November 1875||56l|
|Mersey Tunnel sectional diagram: see also Rly Archive 2||La Nature 4 June 1887||57u|
|White Line Company boxcar||Letter heading||57m|
|Atlantic 4-4-2 No. 1027 built Baldwin for Atlantic City RR||Engineering 17 September 1897||57l|
|Gloucester Railway Carriage & Wagon narrow gauge bogie coach||Engineering 7 June 1895||58|
|Decauville factory||Decauville catalogue 1893||59|
|Caledonian Railway 4-4-0T No. 3 Note 3||Engineering 25 September 1896||60u|
|LSWR T9 4-4-0 No. 702 engraving based on photograph||Engineering 16 June 1899||60l|
|Broad Street station||Illustrated London News 3 Feb. 1866||61u|
|St Pancras station||Louis Fguier: Les Voies Ferrees||61l|
|Paddington station||Illustrated London News 8 July 1854||62|
Note 1: engraving shows No. 14,
but locomotive was No. 60 built at the Tees Engine Works: cites
T.R. Pearce: The locomotives of the Srockton
& Darlington Railway.
Note 2: for Consolidation Coal Co. of Mount Savage, Maryland
Note 3: engraving based on photograph: see J. MacIntosh Caledonian Railway livery.
Parkhouse, Neil. The Lytham Dock Branch. 63-6.
The Preston & Wyre Railway, Harbour & Dock Company was formed in 1839 and opened on 16 July 1840. Thomas Clifton constructed Lytham Pool, a dock, a branch to which was authorised on 21 July 1845 and opened on 16 February 1846. This started at Lytham Junction and had intermediate stations at Moss Side, Wray (later Wrea) Green and Warton Lytham Dock. Five photographs with notes by John L. Birley dating from about 1904 when the railway was clearly unusable. See also letter in Issue 31 from W.A. Briggs.
Alsop, John. Wish you were here! Railway postcards of Derbyshire.
See also front cover and rear cover
|Measham station (Ashby & Nuneaton Joint Railway)*||67|
|Swadlincote: Burton & Ashby Light Railway with electric tramcar No. 13 on trial trip||68u|
|Church Gresley Trinity Parich Church Suinday School Treat on 28 August 1909 with five tramcars on Burton & Ashby LR||68l|
|Gresley station with crowd awaiting excursion train?||69u|
|Midland Hotel, Derby: vignette card||69m|
|Etwall station (GNR)||69l|
|Norbury and Ellston station c1905||70u|
|Stretton and Clay Mills station c1901||70l|
|Ashbourne station c1910||71|
|Thorpe Cloud station (LNWR) . See also letter from J. Richard Morton (reason for wide platform||72u|
|Train leaving Buxton hauled by 2 Precursor class locomotives incling No. 1102 Thunderbolt: Canada Special for Liverpool||72l|
|Millers Dale station post-1906||73|
|Chinley station in 1900s||74u|
|Woodhead station with chunks of Cheshire in view||74l|
|Torside station with accident involving J11 0-6-0, bogie loco coal wagon, and other derailed wagons, 1906: see letter from Bill Aves which states that footplate crew may have been overcome by smoke in Woodhead Tunnel||75u|
|Dore and Totley station with accident on 9 October 1907 to 2-4-0 No. 1527 hauling Sheffield to Bristol train||75m|
|Beauchief and Abbey Dale station c1905||75l|
|Beighton station (GCR)||76b|
|Clown Midland and GCR stations||77|
|Langwith Junction station: see also letter from W. Taylor in Issue 29||78u|
|Scarcliffe station (LD&ECR): see also letter from W. Taylor in Issue 29||78m|
|Bolsover station (LD&ECR) as flooded on 26 August 1912 with coal train drifting through hauled by GER 0-6-0 : see also letter from W. Taylor in Issue 29 and from R.H. Horn confirming GER 0-6-0||78l|
|LD&ECR No. 26 as painted for Royal Train duty at Chesterfirld Market Place with Driver J. Wright in 1906: see also letter from W. Taylor in Issue 29||79u|
|Chesterfield bridges with Midland Railway over Great Central and LD&ECR high above: see also letter from W. Taylor in Issue 29||79l|
|Class 9J GCR 0-6-0 No. 1000 with older 0-6-0 behind in Grassmoor Siding alongside Grassmoor signal box||80u|
|Ilkeston station (GNR)||80m|
|Derbyshire miners leaving work in two four-wheel coaches and MR wagon possibly at Shipley Collieries||80l|
* Meassham was an enclave of Derbyshire until 1897: now in Leicestershire
Trent station. Rear cover (upper)
coloured postcard: caption led to letters from Brian Lacey and Andrew Wilson in Issue 29 page 24 with further information including means of escape therefrom
SS Devonia. Rear cover (lower)
Owned Barry & Bristol Channel Steamship Co. (coloured postcard)
Number 29 (December 2010)
Evans, Robert E. The Pentewan Railway, 1829-1918.
Built to serve the china clay industry: 2ft 6in gauge linking St. Austell with a port at Pentewan in Mevagissey Bay in Cornwall. Built at the behest of Sir Christopher Hawkins (Died 6 April 1829) and his nephew Christopher Hawkins. Port and railway managed by Lieutenent Francis Swaine Price RN, who served on HMS Teremaire at Trafalgar. Four locomotives used on line: a Manning Wardle (WN 461/1873) 0-6-0 named Pentewan with outside cylinders designed by John Barraclough Fell and its replacement Trewithin (WN 994/1886). Both were unusual in having tenders, or more correctly the same tender. Canopus, Manning Wardle WN 1547/1901 was an 0-6-2ST which replaced Trewithin, and this was joined by a secondhand locomotive named Pioneer from the Lodge Hill & Upnor Railway built by the Yorkshire Engine Co. WN757/1903. See also Rly Arch., (13) page 90 and Archive (32) page 58.and letter (Issue 30 page 41-2) from Mark Smithers (with photograph) showing Canopus working as RAF No. 7 at Manston and querying use of Pioneer at Longmoor. Archive, 2012 (74), 2 has more about the harbour and the use of some of the former rolling stock to serve a sand and block works which existed after the closuew of the railway...
|Pentewan harbour viewd from east c1904||2|
|Charlestown harbour in late 1930s||4u|
|Cornish engine house and china clay pit||4l|
|China clay pit||5|
|Workers with tools in china clay pit c1908||6|
|Ordnance Survey 6in scale map post 1870||7|
|Pentewan harbour with wagons on quay and china clay loading chutes c1906||8u|
|Pentewan harbour with schooner Kinnaird unload coal into railway wagons||8m|
|Pentewan harbour with schooner Vixen owned Prettyman family undergoing repairs||8l|
|Pentewan harbour with locomotive Pentewan||9u|
|Canopus on wooden tressle with engine driver William John Drew in 1912||10|
|Pioneer with carriage in 1912||11|
|Canopus on wooden tressle with engine driver William John Drew and fireman Albert Storey in 1912||12u|
|Canopus beside lower reservoir||13u|
|Canopus nearer washing in previous photograph: also shed and wind pump||13l|
|Pioneer with carriage in 1912||14|
|Trewithin with Tea Treat train at Pentewan harbour||15u|
|Pioneer taking on water with Driver Walter John Bishop (notes jack for re-railing on buffer beam||15m|
|Canopus with Tea Treat train in 1915||15l|
|Ordnance Survey 25in plan 2nd Edition 1907 of Pentewan hatbour showing railway track||16|
|Canopus on loaded china clay train at Iron Bridge, Trewhiddle passing loop||17u|
|Canopus with Tea Treat train at Iron Bridge with Mac Grose, St Austell yardman visible||17m|
|Pioneer with Tea Treat train leaving St Austell in 1913||17l|
|St Austell West Hill terminus with horse drawn china clay wagons: see also Archive 32 page 58||18|
|Pentewan harbour c1900||19u|
|Canopus at St Austell West Hill terminus c1910||19l|
|Coastal steamer Foy* unloading coal into railway trucks at Pentewan harbour c1905||20|
|Coastal steamer Foy (stern view) unloading coal into railway trucks at Pentewan harbour c1905||21|
|Foy in Pentewan harbour c1905||22u|
|Pentewan harbour in 1920s||22l|
|Pentewan Railway trackbed 11 May 1939 near former level crossing on St Austell to London Apprentice road||23u|
|as above but viewing in opposite direction||23m|
|Canopus at West Drayton Depot on 27 January 1924||23b|
*owned Toyne, Carter & Co. of Fowey
Down postal. 24; 54
The Manchester Golden Jubilee Exhibition locos. (RA 27). Bill Aves.
See photograph in Issue 27 page 64: considers that No. 300 was too late to be exhibited and more probable exhibition locomotive may have been Kitson WN 2853/1885 given No. 865 and name Prince of Wales: next in series give name Princess of Wales: thus would seem to have been connected with exhibition. The Nasmyth Wilson exhibit mentioned in the text was one of five 4-4-0T with 3ft 9in coupled wheels and 12 x 18in cylinders (notes that Robert Wilson was Engineer-in-Chief and General Manager of the New Zealand company as well as managing Nasmyth Wilson). Also gives information about Beyer Peacock exhibit for Dutch State Railway: a 2-4-0 probably WN 2822.
The Torside accident. Bill Aves.
See 28 page 75 upper: states that footplate crew may have been overcome by smoke in Woodhead Tunnel; cites Trains in trouble Volume 1
Trent Station. Brian Lacey.
See rear cover of Issue No. 28: Trent was not intended for public access, but it was possible to go there trainspotting. Also refers to Geoffrey Kingscott's Last train from Trent station and Roderick H. Fowkes Last days of steam on the LMS and BR a railwayman's memoirs (Halsgrove: 2009)
Trent Station. Andrew Wilson.
See rear cover of Issue No. 28: means of access and local community in Long Eaton.
Branwell Bronte. Jeffrey Wells.
See article (Issue 28 page 39) concerning the origins of the Lancashire & Yorkshire Railway in the Manchester & Leeds Railway and that Branwell Bronte worked at Sowerby Bridge and then at Luddendenfoot stations. He was dismissed from the latter for culpable carelessness due to opium and alcohol.
GER loco at Carr Vale. R.H. Horn.
Bolsover floods notes GER locomotive on freight (GER had running powers over LDECR)
Railway postcards of Derbyshire. W. Taylor.
Further information on Lancashire Derbyshire & East Coast Railway views: Chesterfield triple bridges notes odd tall MR signal and use of Dukeries Route promotion; LD&ECR No. 26 at Chesterfield Market Place with Driver Jack Wright and fireman Fred Garner; Bolsover floods notes that tunnel was continuous source of water fed to jam factory and GER locomotive on freight (GER had running powers over LDECR; Scarcliffe station shows station master Hall with his family; Langwith Junction: date after GCR takeover
Thorpe Cloud's wide platform. J. Richard Morton. 54.
See Isssue 28 page 72 upper: wide platform provided due to original hope to double the line.
Class '5's correction. Jon Hughes.
See Issue 28 page 47 upper
Taylor, Barry. A French farce in West Northamptonshire:
some new light on an early East & West Junction Railway locomotive.
The East & West Junction Railway had great ambitions to link the Northamptonshire ironstone fields with the South Wales steel industry, but achieved relatively little due to shortage of capital and for locomotives it had to be content with what could be obtained cheaply. This included a French locomotive La Savoie, known as "Savoy" by the staff. The existence of this locomotive was confirmed through the records of a court case brought by the Sun Fire Office against the railway for a fire in a lineside building near Woodford Halse on 21 May 1875. See also Issue 35 p. 45.
|map of system||25|
|Manning Wardle 0-6-0ST arriving Kineton with first train 1 June 1871||Loco Mag., 1911, 249||26u|
|Manning Wardle 0-6-0ST WN 178/1870 on 23 May 1904||Harold Hopwood||26l|
|0-6-6-0T Yorkshire Engine Co. Fairlie for Mexican Railway||Loco Mag., 1911, 249||27|
|Nord Buddicom 0-6-0 No. 299||28|
|Ouest Railway Buddicom 2-4-0 No. 255||Loco Mag., 1916 June||29|
|sketch map to show location of fire||30u|
|Woodford Halse West Junction||30l|
Aves, Bill. Richborough Miltary Port: the locomotives.
See also Issue No. 24 page 2 et seq for development of port and its train ferries. Imperial War Museum photographs. This WW1 project was organized by the Inland Waterways & Docks Directorate (IW&D). Table lists locomotives which worked for IW&D at Richborough and mentions locomotives which worked at other IW&D locations and te auctions of surplus equipment which followed WW1 from 1919. Letter from Nicholas T. Smith (30-66) notes that Ajax listed on page 44 is extant and present on the Isle of Wight. Letter from John Fletcher (30-66) notes Supplement No. 2 to Working Time Table (SECR) giving arrangements for movement of dead locomotives from Richborough Wharf to Tattenham Corner. (NA RAIL 975/21); also suggests that seven Baldwin standard gauge locomotives might fill the gap in the tentative IW&D listing. Author's extensive addenda in lteer in Issue 31 page 56..
|Manning Wardle K class inside-cylinder 0-6-0ST on 26 August 1916||31|
|Manning Wardle D class 0-4-0ST at Stores Wharf with barge A521 on 10 August 1916||32u|
|IWT saddle tank||32l|
|Land dredger with Manning Wardle K class 0-6-0ST||33|
|SECR P class 0-6-0T with wagons from NBR, NER and MR in tow in Stores Yard on 8 September 1916||34|
|Land dredger with Manning Wardle F class outside cylinder 0-4-0ST on 4 November 1916||35|
|GER 0-6-0T with spoil tipping wagons and steam crane on 29 March 1917||36|
|SECR P class 0-6-0T with steam crane at site of train ferry berth on 23 June 1917||37|
|D&SER (ex-LNWR) 2-4-2T No. 60 (IW&D No. 42) on 17 August 1917||38|
|IWT 0-4-0ST No. 2? and another saddle tank at Stores Yard on 19 May 1917||39|
|SECR P class 0-6-0T at site of train ferry berth on 30 May 1917||40u|
|Andrew Barclay 0-4-0ST No. 46 at Kitchener Camp on 5 August 1917||40l|
|Wagons from LNWR, LSWR, GCR, GER, MR and GWR in outward marshalling sidings on 3 February 1918||42|
|Enlargement of part of 39||46u|
|Enlargement of part of 40 lower||46l|
[From Richborough files, Southampton West train ferry
terminal: temporary track on edge of tideway; station in distance with
distinctive clock tower; tender locomotive and electricity generating station
(chimney)]. 46 bottom
Location not known as published, but identified as Southampton West with work in progress on WW1 train ferry terminal: see letters in Issue 30 page 66 from Peter Tatlow, Jeff Pain, Michael J. Smith, E.G. Best and Bill Aves
Arman, Brian. The H.L. Hopwood Collection 1901-1926. Part 11: The Great Central Railway. 47-53.
|Sacré 2-4-0 No. 258 at Lincoln on 4 August 1902||47|
|condemned Sacré 2-4-0 No. 2 at Gorton on 14 August 1902||48|
|Sacré 2-4-0 No.433 at Manchester Central on 11 August 1902||49|
|Class 23 0-6-0 No. 121 as Gorton Works shunter on 14 August 1902||50|
|Class 23 0-6-0 No.219 at Manchester Central on 11 August 1902: see letter from Paul Clarke commenting on box van||51|
|Baldwin 2-6-0 No. 954 at Gorton on 14 August 1902||52u|
|Class 12AT 2-4-0T No. 449 at Neasden possibly on 31 May 1924: see letter from Martin Bloxson in No, 32 p. 34 re date||52l|
|Sacré Class 18 0-6-0 No. 327 at Retford on 13 Apeil 1903.||53|
Richborough postscript RAF Manston. 54.
Construction of underground aircraft hangers with standard gauge saddle tank and probable WDLR narrow gauge Hunslet 4-6-0T on 30 May 1918 (2 views). See also letter from Bill Aves citing Edwin Course. See also letter in No. 32 page 34 from Andrew Neale on Hunslet 4-6-0T which may have been WN 1213/1916: writer contributed to Taylorson's Narrow gauge at war (Plateway)
Wells, Jeffrey. The Royal Visit to Chester and North
Wales in October 1852. 55-66.
The Royal Visit to Chester took place on 13 October 1852 when Queen Victoria was en route from Balmoral to North Wales to inspect the Britannia Bridge on 14 October, having stayed overnight in the Penrhyn Arms Hotel in Bangor. 2-2-2 No. 291 Prince of Wales hauled the Royal Train from Chester to Bangor. Begins with extensive quotations from Neele's Railway reminiscences, but is mainly based on the Chester Chronicle of 16 October 1852, the North Wales Chronicle & Advertiser of 15 October 1852, The Times of 15 October 1852 and Illustrated London News (several October issues). The illustrations are a mixture of those reproduced from the Illustrated London News (ILN) and more recent images. See also letters fron Huw Edwards (Issue 30 page 42 which adds a wealth of information) and from Harry Jack (same Issue & page) which corrects date of Abergele crash. The Author returns to 1852 with a further flip through the Illustrated London News in Backtrack, 2011, 25, 647.
|Lancaster Castle station with class 5 passing on parcels train in 1967||HCC||55|
|Carlisle Citadel with former MR 2-4-0 No. 185 in mid-1930s||HCC||56u|
|Chester General station facade||57u|
|Chester General interior||57l|
|Chester General arrival of Royal Train||ILN||58u|
|2-2-2 No. 1876 (remains of Royal Train engine Prince of Wales)||58l|
|Abergele crash (20 August 1868) site few days after disaster (photo): see letters from Harry Jack and Huw Edwards in Issue 30 page 42 which correct date||59u|
|Conway station in 1852 (engraving)||59l|
|Conway Castle and LNWR main line c1880 (photo.)||60u|
|Bangor station, October 1852 (engraving)||60l|
|Britannia Bridge c1885 (photo.)||61u|
|Britannia Bridge c1875 (photo.)||61l|
|Britannia Bridge and Telford suspension bridge c1855 (engraving)||62u|
|Britannia Bridge: Prince Albert, Prince of Wales and Robert Stephenson on top of tubes (engraving)||ILN||62l|
|Britannia Bridge: view as above, but photo taken in 1922||63u|
|Britannia Bridge: carte-de-visite photograph||63l|
|Britannia Bridge: entrance to tubes photo c1860-5 see also letter from Huw Edwards on significance of this picture and possible dates.||64u|
|Conway station return Royal journey (engraving)||ILN||64l|
|LMS 4F No. 4524 with set of Midland Railway non-corridor clerestory stock near Saltney Junction||65u|
|Royal Train at Shrewsbury station||ILN||65l|
|Coal Tank 0-6-2T No. 7812 on station pilot duties in Bangor station in June 1947|
Alsop, John. Wish you were here! Railway postcards of... the L&NWR in [Yorkshire &] Lancashire. 67-81.
|Saddleworth Viaduct with Alfred the Great compound leaving Saddleworth station: See letters from Kevin Jones and Jeffrey Wells in Issue 30.||67||1|
|Greenfield junction looking towards Friezland Viaduct and Chew Valley. See letters from Kevin Jones and Jeffrey Wells in Issue 30||68||1,2|
|DX Class 0-6-0 No. 3437 at Oldham Clegg Street with train of boilers||69u||3|
|Ashton Oldham Road (Oldham Ashton & Guide Bridge Joint) station with remains of freight train on 6 July 1912||69l||4|
|Webb 2-2-2-2T compound at Heaton Chapel with Buxton train||70u||5|
|Webb compound 4-4-0 No. 1965 Charles H. Mason in Manchester Exchange station||70m|
|Manchester Exchange staff group photograph October 1911 with statioin master Fred Pickles||70l|
|Inside Ordsall Lane No. 2 signal box with signalman posed in odd position||71u|
|Monton Green station during seriousfire in December 1908||71m|
|Walkden station with 2-4-2T on local train||71l|
|Chequerbent Bank signal box||72||6|
|Tyldesley station c1905||73u|
|Pennington station garden 1912||73m|
|Astley Station on Chat Moss||73l|
|Garston Church Road station with square tank 0-6-0ST shunting in background||75u||7|
|Ditton Junction: postcard showing fatal spot of 1912 accident thereat||75l|
|No. 2222 Sir Gilbert Claughton being watered at Preston station in 1913 (H. Gordon Tidey)||76u||8|
|0-6-0 Coal Engine with trainload of tram cars probably for export from Dick Kerr Works in Preston||76l|
|Ribbleton station on Preston & Longridge line (incorrectly described as north west from Preston)||77u|
|Wrea station probably with troop special: note soldiers and policeman under bridge c1910||77m|
|Bill Bailey 4-6-0 passing signl box at Weeton Cutting on Preston & Wyre Joint||77l|
|Barton & Broughton station||78u|
|Morecambe LNWR station with busy arrival c1905-6||78l|
|Bare Lane station||79u|
|Carnforth station c1905||79l|
|LNWR Special Tank 0-6-0ST No. 3210 at Knott End||80u|
|Unloading horses from troop special (LNWR hauled) at Knott End||80l|
|West Coast Joint Stock vestibuled postal van at St Helens Junction following mishap c1907||81|
Notes: 1. Both Saddleworth and Greenfield were
in the West Riding of Yorkshire when photographs taken
2. The Friezland loop: although local passenger services ceased on the loop very early it continued to be used for through passenger services. See also Jeffrey Wells article on Micklehurst Loop Backtrack, 2000, 14, 142.
3. For Courtaulds rayon plant at Flint from Oldham Boiler Works
4.Broken coupling led to a runaway
5. Illustration of No. 687 appears elsewhere.
6. Caption gives details of steeply graded LNWR Bolton branch and collieries on it including Pretoria Colliery where 344 miners were killed in underground explosion in December 1910
7. Closed during WW1, reopened in 1919, but closed 3 July 1939
8. This must have been a hurried "record shot" as most of this photographer's work was carefully planned
LNER C6 4-4-2 (ex NER V class) No. 702 location not stated. Frank Carrier. 81 lower
Note: page 81=inside back cover
Number 30 (March 2011)
Mullay, A.J. Britain's railway canals 100 years of
railway control and ownership of Britain's waterways. Part. 1: The story
to 1914. 2-25.
The influence of railways upon canals was frequently malign: a few were acquired and converted into railways when the name "Canal" might long outlive the waterway (as happened on the Paisley Canal Line), but many were purchased and then allowed to become semi-derelict. Sometimes the railway was thwarted in its plans to convert a canal into a railway as happened on the Shropshire Union Railways & Canal Company. Part 2 see Issue 31 page 15
|Walker's map of Inland Navigations of 1830||2|
|Ashby Canal: jolly boating party with motor cycle: see also Archive 45 page 50 and following correspondence||4u|
|Macclesfield Canal at Congleton||4l|
|Manchester Ship Canal: Irlam Bridge carrying CLC, Partington coal tips beyond||6u|
|Kinver Lock on Staffordshire & Worcestershire Canal c1908||6l|
|Shropshire Union Railway Boat No. 87 Stourport||7|
|Goole Docks with compartment boats (Tom Puddings)||10|
|River Don: Sheffield & South Yorkshire Navigation at Hexthorpe Flats with Humber keel Chance passing under GCR viaduct on Doncaster avoiding line||11|
|Puffer Arab leaving Lock 16 at Camelon on Forth & Clyde Canal: see also Archive 62 page 51 upper and RA 32 page 62.||13u|
|Trent & Mersey Canal Tonnage Office at Runcorn c1905 with Anderton Company narrow boats||13l|
|Peak Forest Canal Bugsworth Basin||14|
|Royal Military Canal c1905||15u|
|Gravesend & Rochester Canal c1910 sweing bridge near Milton||15l|
|Devizes Caen Hill: Kennet & Avon Canal lock flight||16|
|Avoncliff aqueduct: Kennet & Avon Canal c1905 from coloured postcard, See also letter from Chris Osment: suggests pre-1905||17u|
|Sharpness Docks 1965 with dredger GWR No. 1 Cardiff colour||17m|
|Dundas Wharf (derelict) in 1965: Kennet & Avon Canal colour||17l|
|Stoke Bruerne entrance to Blisworth Tunnel Grand Union Canal 1920s||18|
|Manchester Ship Canal Salford Docks: preserved L&YR 0-4-0ST No. 51218 in 1969 colour||20u|
|Manchester Ship Canal at Partington with MV Lady Patricia as empty Guinness tanker in mid 1970s colour||20m|
|Manchester Ship Canal Railway No. 67: preserved Hudswell Clarke WN 1369/1919 colour||20l|
|Wilmington swing bridge River Hull in September 1970 colour (2 views)||21|
|Boston Dock GNR c1905||22|
|Gloucester Docks June 1966 with British Waterways deedger colour||24u|
|Gloucester Docks Llantony Yard (former GWR) on 5 March 1966 colour||24l|
|Hawne Basin, Halesowen, Birmingham Canal Navigation railway/canal transfer shed colour 2 views||25u|
|Harecastle Tunnel Trent & Mersey Canal Chatterley portal colour||25l|
Treloar, Peter. A scattered family: the Cornwall Minerals Railway's
Designed for back-to-back working they were the subject of neat modification by the GWR into six-coupled saddle tanks with outside cylinders and had a niche on the Goonbarrow branch. The excess were sold back to Sharp Stewart who disposed of them to the Lynn & Fakenham Railway (no picture available) which added four-wheel tenders and converted some to 2-4-0s. The captions suggest that they were unsatisfactory in East Anglia yet the Midland & Great Northern Railway subsequently assembled some very similat outisde-cylinder six-coupled tank engines which lasted in one case until nationalisation.
|CMR tank engine at St Blazey station in 1874? William Roebuck may be present||26|
|No. 1 Treffrey: Sharp Stewart WN 2350/1873 Works official photograph||27|
|Coloured original working drawings: boiler and firebox cross sections||28|
|Coloured original working drawings: frames & cyliners||29|
|As rebuilt by GWR to 0-6-0ST No. 1393 (ex-WN 2351)||30|
|CMR No. 7 as rebuilt by GWR to 0-6-0ST and sold to Sharpness New Docks Co. in 1883||31u|
|CMR No. 5 as rebuilt by GWR to 0-6-0ST No. 1396 and 1361 class No. 1364 at St Blazey||31l|
|Coloured original working drawings: cross section smokebox and steam pipes||32|
|No. 1396 at Brdgewater Docks c1910||33|
|No. 1395 at Swindon c1930||34u|
|No. 1398 probably at Swindon||34l|
|1361 class No. 1364 probably at Plymouth||35u|
|1366 0-6-0PT No. 1367 at Swindon||35l|
|Midland & Great Northern No. 1A||36u|
|Eastern & Midlands Railway No. 11 at Yarmouth c1885||36l|
|Midland & Great Northern No. 12A at Norwich||37|
|Midland & Great Northern No. 3A as 2-4-0||38|
|Eastern & Midlands Railway No. 13 (as 0-6-0)||39u|
|Midland & Great Northern No. 13A as 2-4-0||39l|
|Midland & Great Northern 0-6-0T No. 15 at Yarmouth Beach shed in 1930s||40u|
|ex CMR and ex Colne Valley & Halstead Railway No. 10 Haverhill as sold to South Hetton Colliery No. 2||40l|
'Down Postal' 41-2 +
Pouteau list identification. Keith Fenwick
See Issue 9 page 80 upper: location was Ballinluig not Aberfeldy.
Jellicoe trains Cambrian confirmation. Keith Turton
See article in 19 page 2 et seq and 20 page 21 et seq: extract from RAIL 92/93 confirms that Cambrian Railways did handle Admiralty coal on the mid-Wales route in 1918 by running 215 coal trains. Illus. supplied by Ted Talbot: LNWR DX 0-6-0 passing Seascale with coal train believed to have been for Admiralty; return empties hauled by MR 4-4-0 No. 322 and 3F 0-6-0 leaving Shotlock Tunnel on Ais Gill route.
The Wantage Tramway Appreciation Society. Steve Wheeler.
See article in Issue 26 page 2 et seq: gives a list of the passenger rolling stock (tramcars including ex Reading Tramways and Starbucks, Milnes and Hurst Nelson vehicles). Particular reference is made to the illustration upon on page 21 lower.
The Pentewan Railway's Canopus and the long arm of coincidence. Mark Smithers.
See Issue 29 page 2 et seq for account of Pentewan Railway and same Issue page 31 for Royal Air Force railway at Manston. Illus. accompanying letter shows ex-Pentewan locomotive Canopus running as RAF No. 7 at Manston. Letter also refers to another Pentewan Railway: the 2-6-2T Pioneer and writer argues that the locomotive was unlikely to have been used at Longmoor. Also further information on the Fell locomotives which were the original steam motive power: similar locomotives were supplied by Manning Wardle to Cuba (parts of which are extant) and to Sweden.
The Royal Visit to Chester & North Wales. Huw Edwards. 42
See Issue 29 page 55 et seq, notes that a Committee was formed just prior to the Royal Visit (RAIL 113/5), but that it was high powered (Moorson, Kinnaird, William Owen Stanley and Robert Stephenson in attendance); corrects date of Abergele disaster and notes memorials in Parish Church and possibly in Town Hall. Also notes the significance of platform visible in photograph on page 64 upper of Britannia Bridge station.
The Abergele accident. Harry Jack
See Issue 29 page 55 et seq, but especially page 59 upper: correct date was 20 August 1868: wrong date attributable to Rolt's Red for danger and Nock's Historic railway disasters (KPJ: Reed and Oxford Companion listed under accidents give correct date)
MR refrigerator meat van. Paul Clarke.
See Issue 29 page 51: box van with ladder was MR refrigerated meat van: ladder was for loading ice.
How to start the Wars of the Roses all over again. Kevin Jones.
See Issue 29 pictures on pp 67 and 68: both in Saddleworth district of West Riding
How to start the Wars of the Roses all over again. Jeffrey Wells.
See Issue 29 pictures on pp 67 and 68: both in Saddleworth district of West Riding; also Delph Junction was starting point for Delph branch
RA29 mystery photograph Southampton West. Peter Tatlow. 66
See 46 lower: cites Dendy Marshall History of the Southern Railway page 198 and B.L. Jackson's Castleman's corkscrew Vol. 2 pp. 46-8.
RA29 mystery photograph Southampton West. Jeff Pain
See 46 lower: track under constructiuon to train ferry terminal; municipal electricity (DC) generating station: berth was adjacent Royal Pier
RA29 mystery photograph Southampton West. Michael J. Smith.
See 46 lower: mainly on subsequent development on site.
RA29 mystery photograph Southampton West. E.G. Best
See 46 lower: mainly identification of station and electricity generating station
Southampton train ferry. Bill Aves.
See 46 lower: quotes from Edwin Course: The railways of Southern England: independent and light railways (Batsford, 1976) which gives origin of train ferry No. 4 [Cammell Laird vessel for crossing St. Lawrence River]. Course also gives additional information on railway at Manston (29 -54).
Richborough locomotives. Nicholas T. Smith
See 29 page 31 et seq, especially list on page 44: Ajax listed on page 44 is extant and present on the Isle of Wight
Richborough locomotives. John Fletcher.
See 29 page 31 et seq, notes Supplement No. 2 to Working Time Table (SECR) giving arrangements for movement of dead locomotives from Richborough Wharf to Tattenham Corner. (NA RAIL 975/21); also suggests that seven Baldwin standard gauge locomotives might fill the gap in the tentative IW&D listing. Response from Bill Aves on page 56 of next Issue..
Tatlow, Peter. Ownership and distribution of railway wagons during
the Grouping Period. 43-50.
Four photographs taken by H.C. Casserley in July 1927 and one by L. Hanson on 5 August 1937 of the freight yards on the approach to Inverness terminus. These are analysed by Tatlow to show the pattern of wagon ownership at this relatively remote location.. One significant observation is the lack of any private traders' wagons (private owners). In the Casserley pictures there more GWR wagons, and less LNER wagons than might have been expected and there were still vehicles lettered with pregroup ownership: LNWR, GNR and MR. Locomotives visible were a HR 0-6-0T "scrap tank" No. 16381; Skye bogie 4-4-0 No. 14279; Yankee 4-4-0T No. 15014; 4-4-0 No. 14416 Ben a' Bhuird and in the Hanson photograph two CR 0-6-0Ts.
MacIntosh, Jim. A Caledonian mishap! 51-5.
0-6-0 No. 313 had fallen down an embankment with a culvert at the foot and temporary track had to be laid to retrieve it. The operation involved two breakdown cranes and the presence of John F. McIntosh, Locomotive Superintendent (shown in enlargement on page 55. Crane No. 3 is shown on pages 52 and 53 and Crane No. 4 is visible on page 54.
Caledonian Railway Crane No. 2 (Cowans Sheldon 1886 with 15 ton capacity) and Jumbo No. 299. 56
Arman, Brian. The H.L. Hopwood Collection Part 12: 'To Scotland The 'Caley', the North British and a Highland fling! 57-65.
|Caledonian 652 Class 0-6-0 No. 657 passing Port Carlisle Junction with nortbound freight||57|
|Caledonian Dunalastair Class 4-4-0 No. 148 passing Port Carlisle Junction with Glasgow train||58|
|Superheater Caledonian Dunalastair Class 4-4-0 No. 134 passing Port Carlisle Junction with Glasgow train||59|
|Highland 4-6-0 No. 143 Gordon Castle in Newcastle in January 1920*||60|
|Forth Bridge viewed from South Queensferry on 18 July 1925||61|
|NBR Atlantic No. 878 Hazeldene on Forth Bridge with down express on 2 August 1921¶||62|
|NBR Scott class 4-4-0 No. 898 Sir Walter Scott on Forth Bridge with down stopping train on 2 August 1921¶||63|
|Holmes 4-4-0 729 Class No. 731 in Princes Street Gardens on 3 July 1902||64|
|Beyer Peacock Edinburgh & Glasgow Railway 2-2-2 No. 1004 in Waverley station ¶||65|
* en route ro Hawrhorne Leslie for
¶ photographs not in LCGB lists: Forth Bridge photographs have appearance of being "official photographs" for North British Railway
Wells, Jeffrey. Wish you were here! Railway postcards of some rural outposts of the L&YR. 67-80 + rear cover lower
|Denby Dale & Cumberworth c1905||67|
|Denby Dale timber trestle viaduct with train crossing pre-1877||68u|
|Denby Dale stone viaduct c1910||68l|
|Brockholes station and junction for Holmfirth branch||69|
|Rimington station with train and Pendle Hill behind c1910||70|
|Rimington station platforms c1910||71u|
|Gisburn station c1908||71l|
|Ripponden station (within overall view)||72|
|Ripponden station (within overall view)||73|
|Portsmouth station and coal yard with Thomas Wrigley wagon No. 61 with dumb buffers and Townley Colliery wagons c1908||74|
|Portsmouth station showing platforms c1912||75|
|Helmshore station c1912 see also Issue 35 p. 5 lower||76|
|Towngreen & Aughton station c1910||77u|
|Aughton Park rail motor halt||77l|
|Ainsdale station and level crossing||78|
|Hesketh Bank with 2-4-2T approaching with passenger train||79|
|Pleasington station (2 views) c1905||80|
|Ainsdale station (coloured postcard)||rcl|
Number 31 (June 2011)
Arman, Brian. A railway in transition: the Great Western at Oxford
in 1902. 2-14.
Text states nothing about photographs: all of which appear to have been taken from station platforms, some at close proximity (e.g. one on page 2) and others across the tracks. Some suffer from intrusion of barrows, etc. The text concerns the state of the GWR at that time: the close of the Boer War and when the GWR had completed the Severn Tunnel and converting the broad gauge to standard gauge, but before the period of building cut-offs commenced. The position of William Dean is considered, and that of his illustrious successor Churchward.
|157 class 2-2-2 No. 162 Cobham taking water: note Harrison cord connecting leading vehicle to tender||2|
|157 class 2-2-2 No. 164 on down express||3|
|Ordnance Survey plan 25 inch to mile 2nd edition 1898 showing passenger station and part of engine shed||4|
|111 class 2-4-0 No. 374 probably heading a Worcester route train||5|
|Barnum 2-4-0 No. 3221 with Belpaire firebox and domeless boiler||6|
|Barnum 2-4-0 No. 3212 in nearly original condition||7|
|4-4-0 No. 3352 Camel||8|
|517 class 0-4-2T No. 1474 attaching LNWR horsebox No, 272 to down train||9u|
|517 class 0-4-2T No.1429 in poor condition||9l|
|Metro tank 2-4-0T No. 1499 possibly on arrival from Paddington||10|
|2-4-0 No. 164 Chancellor on train for Worcester route?||11|
|Sir Alexander class 2-2-2 No. 1123 Salisbury on up express||12|
|481 class 2-4-0 No. 488 on down train||13|
|717 class 2-4-0 No. 718 with raised firebox||14u|
|157 class 2-2-2 No. 159 with domeless Belpaire boiler||14l|
Mullay, A.J. Britain's railway canals 100 years of
railway control and ownership of Britain's waterways. Part. 2: Through two
World Wars. 15-30.
Part 1 see Issue 30 page 2. The government statistics relating to canals were inaccurate and this eventually led to anomalies, such as the Derby Canal being excluded from nationalisation. The Railway Executive Committee was implemented in 1914 and this led to government control of the railway-owned canals, but general control of canals did not follow until 1917 when the Canal Control Committee was formed with Sir Maurice Fitzmaurice as its chairman. There were ten members which included the Weaver Navigation, the LNWR and Fellows, Morton & Clayton. There was a shortage of manpower and training for canal work was provided via the Transport Workers Battalions. During WW2 women were brought into canal work, noatbly Sonia Rolt. Towards the latter part of WW1 the port of Richborough (see Rly Arch) was commissioned with transport across the Channel by sea-going barges and train ferries in an endeavour to reduce transhipment of munitions, but canal transport within Britain was mainly unsuccessful. Between the Wars there was investment in the Grand Union Canal to ease unemployment, but a through transit to the Midlands was not achieved. During WW2 Pick was requested to report on the potantial of canals and a central committee under a civil servant was formed. Part 3 see Issue 32 page 55 et seq
|Bristol Steam Navigation SS Sappho being hauled by steam tug Mayflower at Gloucester (Sharpness Canal), c 1905||15|
|Keel near Stainforth High Bridge on Stainforth & Keadby Canal||16|
|Narrow boats Falcon and Valient locking up on Grand Junction Canal at Hemel Hempstead in 1920s||17|
|Monmouthshire Canal at Pontywain (Hall's Tramroad alongside see Archive 55 and following) c1910||18u|
|Maisemore Road near Gloucester bridge over Hereford & Gloucester Canal in 1949||18m|
|Taunton Old Road Bridge over Bridwater & Taunton Canal in 1907||18l|
|Trent & Mersey Canal near Middlewich with horse-drawn narrow boat and motor car on parallel road c1930||19ur|
|Harlaxton Wharf on Grantham Canal: snow and ice bound, c1907||19ul|
|Top Locks, Marple on Peak Forest Canal, c1902||19m|
|Ellesmere Port, Shropshire Union Canal with schooner, wagon turntable and LNWR 8 ton coal wagon||19l|
|Hockley Basin (GWR) on Birmingham Canal Navigation in 1920s?||21u|
|Former Midland Railway dredger at Lydney Dock c1925||21l|
|Sliding railway drawbridge across Stainforth & Keadby Canal at Keadby||22|
|Electric wagon hoist at Hockley Basin on 2 August 1939||23|
|Birmingham Canal Navigations aerial view centred on Tipton in 1949||24-5|
|Severn & Canal Carrying Co. advertisement||27u|
|Lydney Canal Lower Basin||27l|
|River Trent at Keadby c1930||29|
|Pair of Grand Union Canal Carrying Co. boats at Cosgrove in late 1930s||30|
Grainger, Ken. John G. Robinson and other locomotive
Most of the illustrations are from the Author's Collection, but augmented with some from Neil Parkhouse Colloection (NP). The Author uses these to argue that Robinson locomotives were the product of an artistic eye and compares them with other artistic designs by Stroudley, Johnson, Adams, Drummond, Wainwright and Marsh/Billinton. The words beauty, pretty, perfection and gem appear. This will need to be abstracted in greater depth and possibly be reacted to. KPJ's initial reaction he only saw Robinson locomotives in their rundown post-WW2 condition and he only saw the 4-4-0s, 4-4-2Ts, 4-6-2Ts, 0-6-0s and 4-6-2Ts, 2-8-0s and 2-6-4Ts: the last were ungainly, the remainder rather shabby. To an extent photographs are a weak substitute for the real thing, especially if they are not in pristine condition. Nick Holliday (RA 32 p. 48) challenges Williams Adams as being a designer of "artistic" locomotives citing solid bogie wheels and visible rivets and pipework on early designs. See also John Lusted letter in Issue 33 page 64: cites poor performance of Robinson 4-6-0s due to poor ashpsan design and excellence of Bulleid Q1 class in spite of appearance. See also Nick Holliday on same topic:.
|9P 4-6-0 No. 1165 Valour in GCR livery at King's Cross||31|
|Rebuilt B3 4-6-0 with Caprotti valve gear No. 6166 Earl Haig at Neasden in September 1932||32|
|LBSCR Stroudley A1 Terrier 0-6-0T No. 655 Stepney in Brighton station c1906||33|
|LBSCR Stroudley G class 2-2-2 Petworth at East Croydon||34u|
|CR Drummond 4-4-0 No. 124 Eglinton at Dundee West||34l|
|Ex-LSWR Adams X6 class 4-4-0 with Drummond chimney as SR No. 666||35u|
|MR Johnson 6ft 2in 2-4-0 No. 74||35l|
|MR Johnson 0-6-0 No. 2171||36u|
|MR Johnson 4-2-2 No. 1053||36l|
|11B 4-4-0 No. 1040 on express||37u|
|MSLR Pollitt Class 11 4-4-0 No. 694 in MSLR livery at Grantham||37l|
|9K 4-4-2T No. 115 departing Knutsford (H. Gordon Tidey)||38|
|11A class 4-4-0 872 departing Knutsford (H. Gordon Tidey)||39|
|E4 (Holden ex-GER) 2-4-0 as LNER No. 7415||40u|
|LNWR Webb compound Dreadnought 2-2-2-0 No. 508 Titan||40l|
|LNWR Webb compound 2-2-2-2 No. 2053 Greater Britain on Royal Train (LNWR postcard)||41|
|LYR Aspinall 4-4-0 No. 1095||42u|
|SECR Wainwright Class D as SR No. 1748 at Ashford in 1937||42l|
|SECR James Stirling F class 4-4-0 No. 60||43|
|LBSCR Billinton 4-6-4T No. 333 Remembrance in grey livery||44|
|GWR broad gauge 2-2-2-2 Tornado||45u|
|Dean 3232 class 2-4-0 No. 3240||45l|
|LNER C1 Ivatt 4-4-2 No. 4454 and B16 No. 5195 climbing to Woodhead under electricification gantries||46u|
|LBSCR Marsh H2 4-4-2 in British Railways lined black livery No. 32424 Beachy Head||46l|
|8B 4-4-2 No. 1092 in GCR livery||47|
|Skye Bogie as LMS NMo. 14282 in red livery||48u|
|GSWR Manson 4-6-0 No. 386||48l|
|Class 8 Fish engine 4-6-0 No. 1069||49|
|8K O4 2-8-0 No. 6229 at Torside on clib to Woodhead||50u|
|Sir Sam Fay 4-6-0 No. 424 City of Licoln||50l|
|11B 4-40 No. 1017 (coloured: Alf Cooke lithograph?)||rear cover|
Griffin, Gordon. Reminiscences of a wagon numbertaker. 51-5.
Author was born in The Barracks which were located alongside the New England engine sheds at Peterborough: both his father and grandfather worked on the footplate. He joined the railway as a numbertaker which required him to record the destinations of wagons under broad groupings: thus all destinations for South of London were recorded as Ferme Park.
|LMS wagon numbertaker at work at Swansea Upper Bank Sidings with Brynhelly wagon in 1937||52|
|Peterborough East station yard in June 1931: last sentence of caption incorrect: see RA 32 p. 34 letter from Author||53|
|Old Coal Yard, Peterborough with M&GNJR line in background: see RA 32 p. 34 letter from Author||54|
|M&GNJR No. 82 on home metals approaching Peterborough (see RA 32 p. 34 letter from Author) and Kirtley 700 class No, 2789||55|
Down postal. 56.
Shipbuilding at Lytham. W.A. Briggs.
See Issue No. 28 page 63: the impression given is that ship building activity ceased in 1904 is not correct as such activity continued until 1954 when a chain ferry for Lake Windermere was completed and there was great activity for the Admiralty in both WW1 and WW2. In 1888 Richard Smith transferred his ship building business from Preston to Lytham Creek and this became the Lytham Shipbuilding & Engineering Co. in 1893. A Foden Steam Wagon of 1916 No. 6350 is preserved in Southern Ireland. A History of Shipbuilding at Lytham, by J.M. Dakres, was the source for these addenda.
More on the Richborough locomotives. Bill Aves.
See Issue 29 page 31 et seq. The disposal and later use of the four larger new Manning Wardle 0-6-0STs. IWD Nos 22 to 25 WN 1933-36, delivered to. Richborough in the late autumn af 1917, were sold in 1919-20 to industrial users:
IWD No. 22 to Fife Coal Co., their No. 13, later No. 16. Scrapped in 1938.
IWD No. 23 to Lambton & Hetton Collieries, later (in 1924) the Lambton, Hetton & Joicey Collieries Ltd, becoming their No.. 44. Rebuilt in 1951 at their Philadelphia Works with sidetanks and what looked like a tapered Belpaire boiler but was achieved by the shape of the outer cladding. The result is quoted as 'rather odd, not being helped by the lack of a dome and a squat, cut-down cab'. No.. 44 was sold in 1960 to. the Seaham Dock & Harbour Co. and scrapped in 1963.
IWD No. 24 to Partridge, Jones & John Paton Ltd, Talywain Ironworks, Abersychan, later NCB Monmouthshire area, scrapped 1948.
IWD No. 25 to Richard Thomas & Baldwin, Melingriffith Tinplate Works, Whitchurch, Cardiff, scrapped March 1956.
Turning to John Fletcher's letter in RA30, p66, he had not seen the 'Surplus' list for 1 December 1919. There is no doubt that all fifty Baldwin 0-6-0Ts, ROD Nos 651 to 700, were shipped to. France and nothing indicates that any were ever used in England during WW1, so it is unlikely that they were used at Richborough or that they received IWD numbers. After the war, thirty-eight of the fifty were transferred to. the Etat Belge and we know that, of the rest, five were used in the UK, four an the Shoeburyness Military Railway, and one by a colliery in South Wales, whilst three more are recorded as working as industrials in France. The seven for sale at Richborough at the end af 1919, probably included the five mentioned above and presumably two others. Since they were less than three years old, they also probably found new 'commercial' owners presumably in the UK. If seven were shipped to England, the remaining five not allocated to the Belgians would have been disposed on the Continent. Knowing the later history af the three in France two remain unaccounted, but probably found French or Belgian industrial owners.
Unsure whether Editor would wish to perpetuate this subject in this form in RA but the question af what happened to the BLW ROD locomotives, of which there were five classes, 0-4-0ST, 2-6-2ST, 0-6-0PT, 4-6-0 and 2-8-0, which were not taken over by Etat Beige and later the SNCB is possibly a separate (new) subject:, even if most never worked in England, they were, effectively, British.
GWR road transport: a pictorial selection.
Cites Philip J. Kelley's Road vehicles of the Great Western Railway (OPC, 1973: Ottley 11871) and Great Western road vehicles appendix (OPC, 1982 Ottley Second Supplement). Malcolm Parsons (RA 32 page 34) quibbles with phrase "compelled to hand over": in 1928 the railway companies obtained formal authority to operate bus services, but exploited this by obtaining substantial shareholdings in the major bus groupings. Reg Davies also quibbles and cites names of British Automobile Traction and Tilling..
|Knox tractor imported from USA working in Paddington Goods Yard in 1920.||57|
|Thornycroft lorry with sliding tilt at Park Royal on 26 May 1927: tilt closed||58u|
|Thornycroft lorry with sliding tilt at Park Royal on 26 May 1927: tilt forward over cab||58m|
|Thornycroft lorry with sliding tilt at Park Royal on 26 May 1927: tilt open at rear||58l|
|Elevator loading wagons with sugar beet off GWR AEC lorry No. 245 (AF 268) at Albrighton on 1 January 1929||59u|
|Demountable body being demonstrated at South Lambeth Goods Depot on 4 April 1929: Thornycroft lorry UL 9136||59l|
|Thornycroft flatbed lorry No. 1372 (YE 5187) being loaded with container using Ransomes & Rapier 2 ton mobile crane 12 December 1929||60|
|Milk churns being loaded onto Thornycroft lorry No. 1334 (YW 5028) at Bewdley using handworked jib||61u|
|Karrier Cob mechanical horse No. 2700 (9 hp) at South Lambeth Goods Depot on 16 September 1931||61l|
|6-ton Morris milk platform lorry at Paddington on 1 November 1932 using Harry Langford handworked jib||62u|
|4-ton Thornycroft No. 2227 unloading cattle at Gloucershire farm in 1936||62l|
Footnote: Harry Langford device based on experience gained in Camel Corps from lifting devices used by Fellaheen (Egyptian peasants)
Hill, John. Locomotives found at sea! 63-5.
Photograph of outside cylinder 2-6-2T in Swindon Works photographic collection vended by the Oxford Publishing Co. on behalf of Swindon Archve: number E3/354: listed as "Belgian Engine, metre gauge". A subsequent acquistion of Railway & Travel Monthly for February 1917 contained a news item that two locomotive captured by the Royal Navy on board the SS Erymanthos had been auction at Alexandra Docks, Newport on 12 December 1916. The description gave the general dimensions, the place of manufacture (Liege in Belgium) and the Works Numbers 2420 and 2421. A similar locomotive is illustrated by an engraving in a La Meuse catalogue (reproduced) on which is written "Hedjez". The Erymanthos was captured in 1914 near Malta. Malcolm Parsons (RA 32 page 34) wonders if Alexandria (Egypt) rather than Alexandra Docks (KPJ: but if so how did Swindon photographer get to Egypt). See also Issue 33 p. 64 letter from John Lusted which gives further information on locomotive and of Hedjaz Railway for which it seems it was intended; also letter from Bill Aves which agrees with Lusted and cites writer's own book...
Fly shunted... 66
Jacob's Biscuits: Herbert Morris gantry crane loading containers (captioned Dublin 1894): see letter from Keith Fenwick in RA 32 page 34 who considers that later than caption. 66 upper
Viaduct under repair with contractor's locomotive and vertical boiler: arch being strengthened may have suffered flood damage, c1905, 66 lower
Alsop, John. Wish you were here! Railway postcards of Hertfordshire.
Part 1: the lines in the West. 67-80+
|GCR Robinson Class 8 4-6-0 No. 1069 on down express approaching Rickmansworth; also Metropolitan Railway goods shed1||67|
|Rickmansworth station: staff on platform: water column with box for tickets2 Malcolm Parsons clarifies ownership of station||68u|
|Rickmansworth station entrance during 1919 Strike with Army truck proving a replacement bus service: Malcolm Parsons suggests Northwood||68l|
|GCR Robinson Class 8D compound 4-4-2 prior to naming in 1909 passing Chorley Wood on up express3||69u|
|Metropolitan Railway C Class 0-4-4T No, 69 with Chesham train approaching Chorley Wood c1904||69l|
|Viaduct over River Colne between Bushey and Watford High Street with steam train||70u|
|A Class compound 0-8-0 No. 1879? on up coal train crossing Bushey watr troughs||70l|
|Watford High Street station frontage||71u|
|LNWR Milnes Daimler double deck bus LC 3311 at Watford Junction station c1906||71m|
|Watford Junction station with Precursor hauling up express||71l|
|LNWR 4-4-2T Precursor tank No. 2446 at Watford Junction with train for Euston||72u|
|Watford Junction: aerial view: caption states 1930s [KPJ suspects earlier]||72l|
|Bricket Wood station with 2-4-2T on train for St. Albans||73u|
|Park Street & Frogmore||73l|
|4-6-2T lettered LNWR No. 1710 with standard five coach set just north of Watford Junction station||74u|
|Kings Langley and Abbots Langley4 station entrance with horse drawn vehicles and steam lorry||74l|
|G1 0-8-0 No. 1891 onto road and off rails at Kings Langley in September 1922||75u|
|Kings Langley and Abbots Langley station platforms including sign c1910||75l|
|Boxmoor and Hemel Hempstead5 station pre-1911||76u|
|Boxmoor view across Grand Union Canal c1904||76m|
|Boxmoor and Hemel Hempstead view across Grand Union Canal c1925||76l|
|LNWR single deck bus NK 4835 still in LNWR livery off road due to accident near River Bulbourne||77u|
|Alfred the Great 4-4-0 on four coach train in Tring Cutting||78|
|MR 2-4-0 No. 169 at Elstree station||79u|
|Down express hauled by 4-2-2 and 4-4-0 passing whitewashed permanent way hut at Radlett||79m|
|Radlett station in 1904||79l|
|St Albans station entrance c1910 with horse drawn carriages (Victoria and Barouche) and MR parcels lorry||80u|
|Harpenden station c1904 with 4-4-0 hauled train arriving and running in sign junction for Hemel Hempsted [sic]||80l|
|Redbourne station c1908||81u*|
|Hemel Hempstead branch train climbing away behind MR tank engine [KPJ branch was steeply graded even on a mountain bike!]||81l|
|Steam railcar (rail motor) at Heath Park c1905 (coloured to look like LNWR!)||rear cover|
Footnote 1: Also Haunchwood Colliery
wagon and Metropolitan Railway horse box in picture
Footnote 2: GCR (later LNER) footplate crews had to complete a ticket and place it in the box if they took water from the Metropolitan Railway
Footnote 3: Chorley Wood and Chenies from 1915 to 1934; Chorleywood from 1965
Footnote 4: Abbots Langley added to name in 1909 and dropped in 1974
Footnote 5: changed to Hemel Hempstead and Boxmoor in 1930: Boxmoor dropped in 1963: not clear when Hemel Hempstead added to Boxmoor
*Footnote 6: inside rear cover