Railway Archive [Steamindex Volume 4]
Key to all Issue Numbers
Publisher: Lightmoor Press
Note from henceforth author names will not be inverted as its is hoped this may assist retrieval via search engines
Number 32 (September 2011)
G.A. Sekon. The history of the London, Chatham &
Dover Railway. Part One. 2-33.
Reprinted from Railway & Travel Monthly. The original version suffered from very poor reproduction partly due to WW1 and its after effects, but the original glass plates were rediscovered by Andrew Emmerson.of the South Eastern & Railway Society and are reproduced herein. In general Sekon's text has been retained, wiith slight editing, but there are new captions and redrawn maps and diagrams. Continued in Number 33 page 30..
|London, Chatham & Dover Railway map of 1895.||2|
|E class No. 507 crossing Medway with up Ramsgate to Victoria express.||4|
|Sketch maps showing developmnt of East Kent Railway.||5|
|M3 class No. 485 at Chatham station with military train (Saxby & Farmer signal box).||6|
|Sittingbourne station with Saby & Farmer signals and Grande Vitesse fruit & luggage vans.||7|
|Queenborough Pier station.||8|
|M3 class No. 482 on down train at Faversham station (comment on treadles and points and crossings).||9|
|F1 class with ballast hoppers on curve at foot of Sole Street bank in Strood.||10|
|Dover Priory station looking northward.||11|
|King Ferry Bridge viewed from Sheerness side. Letter from Bob Ratcliffe RA 33 page 64 states looking towards Sheerness||12|
|Sheerness Dockyard station.||13|
|Chatham Station looking east from Fort Pitt Tunnel: D class No. 732||14|
|Faversham junction with engine shed||15|
|Beckenham Junction with Saxby & Farmer signal box||16|
|Gradient profile Strood to Canterbury||17 upper|
|Canterbury East Station||17 lower|
|Lydden Tunnel southern portal with Stonehall & Lydden Down fishtail distant signal||18 upper|
|Dover Harbour Station with Kirtley M3 class 4-4-0 No. 650 on three-coach birdcage set||18 lower|
|Victoria station with A class 0-4-4T No. 560 shunnting horse box and double ducket luggage van||19|
|Sevenoaks Bat & Ball station||20|
|Swanley Junction station with E class No. 507 in up plaform||22|
|Penge Tunnel from Sydenham Hill station||24 upper|
|London, Chatham & Dover Railway map of lines in 1861||24 lower|
|Ramsgate Harbour station with up 15.00 express departing behind D class Nos. 747 and 744||25 upper|
|Tunnel entrance at Ramsgate Harbour station||25 lower|
|George Augustus Nokes (G.A. Sekon) portrait||26|
|Gradient profile Penge Junction to Strood||28|
|Proposed Strood and Chatham avoiding line sketch map||29 upper|
|Gradient profile Canterbury to Dover||29 lower|
|Cray Viaduct: (Farningham, Horton Kirby or South Darenth Viaduct)||30|
|Margate West station||32|
|Margate map of termini including ones authorised||33|
Down postal. 34; 48
Hopwood GCR 2-4-0T No. 449B in RA29. Martin Bloxsom.
Suggests date should be c1915 as locomotive appears to be No. 449B. According to Yeadon. Locomotives of the LNER Vol. 30 pp. 9 and 93 this was reboilered in December 1915. Same locomotive is illustrated in Dow Great Central Vol. 2 p. 345 prior to being placed on duplicate list.
Industrial loco musings. Andrew Neale.
Hunslet 4-6-0T at Manston may have been WN 1213/1916: writer contributed to Taylorson's Narrow gauge at war (Plateway)
Avoncliff Siding. Chris Osment.
Suggests earlier date as Siding and Avoncliffe Siding Signal Box close on 13 April 1905: further locomotive in picture was not at station but at entrance to Bath & Portland Stane siding.
Peterborough Yards - some corrections. Gordon Griffin.
Corrections and addiations to captions relating to illustrations in RA 31 on pp. 53 (final sentence incorrect), 54 (additional information) and 55 (M&GNJR train still on its own rails before joining the oblivion of the City's road system)
Hertfordshire, GWR broad road transport and other matters. Malcolm Parsons.
See RA 31 68 lower: suggests Northwood rather than Rickmansworth; Metropolitan & Great Central Joint Committee remained in existence until nationalisation; see also RA 31 page 57 et seq on GWR bus services: 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; and 31 page 63 wonders if Alexandria in Egypt rather than Alexandra Docks;
Jacob & Co's Siding query. Keith Fenwick.
Queries date on caption as Herbert Morris did not start manufacture in Loughborough until 1897: suggests date in 1920s
Mystery industrial loco King Arthur. Chris & Judy Rouse. 33/48
Manning Wardle 0-6-0T named King Arthur, possibly worked on construction of Trentham Park branch around 1910. See also photograph and letter from David Morton in RA 33 p. 80 and in Issue 34 page 40 also from David Morton and from Russell Wear
GWR bus services. Reg Davies. 48
Quibbles with phrase "compelled to hand over" and cites names of British Automobile Traction and Tilling..
William Adams - not such a great locomotive artist? Nick Holliday
Challenges Williams Adams as being a designer of "artistic" locomotives citing solid bogie wheels and visible rivets and pipework on early designs.
Brian Arman. The Gooch standard goods' 0-6-0s of the
broad gauge. 34-47.
This is a relatively fresh approach as it examines one particular type of broad gauge type, rather than the whole output, and it is a forceful reminder that the broad gauge locomotives were markedly more powerful than their standard gauge contemporaries. Although all broad gauge 0-6-0 designs are examined ponly the later ones are illustrated and thus it is still necessary to refer to the RCTS Locomotives of the Great Western Railway. Part 2. See also Issue 35 page 54.
|E.T. Lane drawings of 5th and 6th series of Ariadne class.||36|
|Ariadne and Amphion at Swindon alongside timber sheerlegs in 1857.||37|
|Amphion enlargement.||39 upper|
|Flirt at Gloucester (modifications: blower, spring buffers, weatherboard, large sandbox) 1860s.||39 lower|
|Pearl with injector, better weatherboard, new chimney and cast iron nameplate.||40 upper|
|Liffey with plate frames 1860s.||40 lower|
|Romulus in collision at Trowbridge in January 1871. See also letter from Jeffrey Wells: 33 p. 64||41|
|Standard goods at unknown location in winter, but probably on turntable with bonnet wagon at right angles to it.||42.|
|Xerxes at Westbourne Park shed (tender with iron frame) c1880.||43|
|Ethon at Westbourne Park shed.||44|
|Tay (with cab) at Westbourne Park shed.||45|
|Nemesis: Mike Jolly 7mm drawings.||46|
|Europa at Plymouth Millbay c1890. See also Issue 35 page 54.||47 upper|
|Europa on Swindow scrap roads 1892.||47 lower|
Fly shunted... 48
Watchet Harbour c1930 with LMS wagon loaded with esparto grass? being shunted by horse and SS Bodil
John Alsop. Invicta at Canterbury. 49-54.
David Lionel Salomons, a Director of the South Eastern & Chatham Railway arranged for Invicta to be presented to the City of Canterbury in 1906. It was accepted by the Mayor F. Bennett-Golney. Letter from Bob Ratcliffe RA 33 page 64 notes involvement in Stockton & Darlington Centenary; its restoration at the NRM and current resting place in the Poor Priests Hospital
|Opening day of Canterbury & Whitstable Railway 3 May 1830 (artist's impression).||49|
|Unloading Invicta at Canterbury East yard||50 upper|
|Invicta in sling viewed from left handside||50 lower left|
|Invicta in sling viewed from right handside||50 lower right|
|Horses hauling Invicta up Pin Hill||51 top left|
|Aveling steam roller hauling Invicta. See also letter in RA 33 page 64 from Bill Briggs.||51 main|
|Mr Reid with Invicta||52 upper|
|Invicta transfer to plinth||52 lower|
|Mr Reid with Invicta on plinth||53 upper|
|Invicta on plinth rails clearly visible||53 lower|
|Invicta on plinth with railings and notice||54 upper|
|Invicta on plinth in Dane John Gardens c1920||54 middle|
|Model of Invicta: caption noted that preserved locomotive was radically different from original||54 lower|
A.J. Mullay. Britain's railway canals: 100 years of
railway control, and ownership of Britain's waterways. Part 3. Canals for
the Nation. 55-68.
Part 1 in Issue 30 from page 2. Part 2 in Issue 31 page 15. Examines the role of the British Transport Commission and the formation of the Docks & Inland Waterways Executive and the composition and organisaation of this body. Notes the major exclusion of the Manchester Ship Canal due to its municipal ownership and other waterways excluded from State ownership. The head of the D&IWE was Sir Reginald Hill. Other full-time members were Robert Davidson, John Donovan and Sir Robert Letch. The role of the Inland Waterways Association and its Chairman Robert Fordyce Aickman is considered. Canal preservation is considered at length.
|Cairbaan Lock on Crinan Canal c1900||55|
|Newry Canal 2008||56 upper|
|BR (LMR) narrow boat No. 22 with cargo of firebricks at Brierly Hill||56 lower|
|Strood Basin, Gravesend canal with Thames sailing barge Sirdar on 1 June 1961, See letter from Bob Ratclife in RA 33 p. 64 noting that basin since filled in||59|
|Stover Canal with Jetty Marsh in mid-1930s||61|
|Clyde puffer carrying pit props at upper lock at Camelon, Forth & Clyde Canal: see also RA30 page 13||62|
|Lydney Docks c1950 with motorised trow Jonadab and three masted schooner Eilian loads coal from No. 9 tip||63|
|British Waterways maintenance boat No. 177 at Watford Lock, Grand Union Canal in 1950s||64|
|Willow Wren's Grebe and Godswall at Brentford Lock on 8 July 1961||65|
|British Waterways carrying craft at Bulls Bridge near Hayes on 4 August 1961 (with washing drying)||66|
|Bull's Lock, Kennet & Avon Canal on 17 August 1962||67|
|Droitwich Canal c1905||68|
|Avonside 0-4-0ST (WN 1446/1902) at Sharpness Docks SD No. 3 (colour)||rear cover lower|
Jeffrey Wells. Wish you were here! Railway postcards of ... small town and suburban stations of the L&YR. 69-80; rear cover upper
|Church & Oswaldwistle station exterior (entrance)||69|
|Great Harwood down platform, 1912||70|
|Church & Oswaldwistle on 9 July 1913 with Royal Train passing hauled by Hughes 4-6-0s Nos. 1914 and 1925||71|
|Rose Grove station pre-1898||72|
|Rose Grove station post 1905||73 upper|
|Castleton station c1908 with two light engines approaching (both tank engines on saddle tank)||73 lower|
|Castleton arerial view c1930 including station, Rochdale Canal, cotton mills, terraced housing||74|
|Preston Road station in 1900s||75|
|Meltham station c1906 with five-coach train hauled by 2-4-2T (train known as Coddy locally)||76|
|Sowerby Bridge: horse lorry with heavy crate and strong horse||77 upper|
|Sowerby Bridge station with Aspinall 4-4-0 on Manchester express c1905||77 lower|
|Liversedge station c1890||78 upper|
|Liversedge station as rebuilt c1910||78 lower|
|Low Moor station post 1922 with Aspinall 2-4-2T on Halifax train||79 upper|
|Low Moor broader perspective with No. 2 East signal box||79 lower|
|Bowling Junction station c1902||80|
|Sowerby Bridge station exterior c1905 (coloured)||rear cover upper|
Number 33 (December 2011)
Roger Langley. Two days in May: the conversion of
the broad gauge in Devon and Cornwall in May 1892: a new account.
Detailed account mainly based on contemporary documents: (but instructions to staff an especially those relating to diversion of Post Office Royal Mail onto Great Western Railway steam packet and over the London & South Western Railway. Notes that in spite of the use of prefabricated trackwork work at Truro overran and had to be completed on the Monday and Tuseday. There were spectators both for the final broad gauge workings and for the work of narrowing the track (police and porters ere employed at Truro to ensure that the work was not interupted. See also letter from John Lewis (34 p. 40) on terminology used on p. 16 regarding "fish plant".
|Cowley Bridge Junction 1865 with mixed gauge single track using 4 rails over bridge, policeman and capstan for points: see also letter from Peter Tatlow (34 p. 40) and Editorial response.||2|
|Parson's Tunnel c1880||5|
|Truro station interior c1868||7|
|Redruth station: probably at start of broad gauge services||8u|
|Redruth station: mixed gauge c1890||8l|
|Plympton station c1865||9|
|Penzance terminus c1880||10|
|Liskeard viaduct c1890||11|
|St. Ives terminus and view over harbour 1880s||12|
|Map of railways in Devon and Cornwall 1868||13|
|GWR packet SS Gazelle at Plymouth c1907||14|
|Ivybridge station c1880||15|
|Torquay station 1892 ready for conversion||16|
|Saltash station and Royal Albert Bridge 1880||17|
|Gauge conversion form||18|
|Glazebrook masonry viaduact under construction alongside timber viaduct 10 May 1892||19|
|Plymouth Millbay during conversion||20u|
|S.R. Jones drawing of lifting switches at Plymouth Millbay during conversion||20l|
|S.R. Jones drawing of ganger broiling bacon with red hot bar||21u|
|S.R. Jones drawing of men eating breakfast in goods shed at Saltash||21l|
|S.R. Jones drawing of converting line below Exeter||22|
|Chapman photograph of Dawlish station during conversion||23|
|Slewing track at St. Germans||24|
|Carbis Bay soon after conversion in 1892 or 1893||26|
|Lelant Quay with mixed gauge track still on quay post St. Ives branch conversion||27u|
|Completed gauge onversion certificate||27l|
|Broad gauge wagon dump at Swindon||28|
|Broad gauge locomotive dump at Swindon (mainly 4-4-0ST; one 2-4-0ST||29|
G.A. Sekon. The History of the London, Chatham &
Dover Railway, Part Two. 30-60.
Began in Issue 32 p. 2. . Len Wood (letter in RA 35 page 16 asks whether photograph of Martley's Enigma exists.
|Herne Hill station||30|
|Dover Harbour station||32|
|PS John Penn (painting)||33u|
|PS Samphire moored to Crosswall in Dover tidal basin||33l|
|Ruby class 2-4-0 Onyx Sharp Stewart locomotive of 1855 purchased from Dutch Rhenish Railway in 1861||34ul|
|Tiger class 2-4-0 Leopard c1875 (rebuilt from Slaughter Gruning 4-4-0 of Decemebr `86`)||34ur|
|Tiger class 2-4-0 Xanthus at Faversham in 1868 (R. & W. Hawthorn of 1862)||34ll|
|Tiger class 2-4-0 Jackall at Faversham in 1881 (Slaughter Gruning 1862||34lr|
|2-2-2 Eclipse purchased secondhand from Hawthorn & Co. in 1861 (drawing)||35|
|Map showing LCDR approach to Victoria including bad gradient route||36|
|Mouth of Paxton Tunnel from Crystal Palace High Level approach||38|
|Original Blackfriars Bridge and part of St. Paul's Junction signal box||40|
|Gradient profile: Faversham to Ramsgate||41|
|Kearnsey Loop Junction with steps to signal box||42|
|11.00 ex-Victoria at Margate West hauled by D class No. 747 with Pullman cars in train||43|
|Maidstone East station with D class 4-4-0 No. 477 and M3 class 4-4-0 No. 476||44|
|Nunhead Junction station||45|
|Crystal Palace High Level station with A2 class 0-4-4T||47|
|Gradient profile: Swanley Junction to Maidstone East||48|
|Dover Admiralty Pier: Great Northern Railway 6-wheel stock alongside?||49|
|St. Paul's Bridge Blackfriars goods station||50|
|Orpington Junction (now Petts Wood Junction)||52|
|Map of London and Suburbs (including Greenwich branch (LCDR)||53|
|Deal station with O1 0-6-0 No. 279; also bircage roof slip carriage||54|
|Holborn Viaduct station with R1 0-4-4T No. 696, A1 class No. 628 and D class 4-4-0 No. 247||55|
|Medwat East Medway Bridge of 1874 (weak bowstring girder); also Medway Corn Mills||57|
|Gravesend West Street with O1 0-6-0||59|
Brian Arman. A Christmas tragedy: Midland Railway No. 48 and the Hawes
Junction Disaster, 24th December 1910. 61-3.
Collision between double-headed express hauled by 800 class 2-4-0 No. 48 and 4-4-0 No. 549 with two light engines of 4-4-0 type Nos. 448 and 548 which had entered the section ahead of the express due to errors on the part of the signalman, and the failure of their crews to comply with Rule 55 by letting their presence be known. The impact caused the two light engines to be propelled forward and then partially derail and to the train engines derailing rapidly which led to damage to the train which caught fire due to the use of gas lighting leading to 12 fatalities and 19 severely injured passengers. Rolt's Red for danger adds that Driver George Tempest was a key witness to the tragedy and presumably features in the Report conducted by Pringle.
No. 48 on side with No. 549 also on side and smoke from fire
View from rear showing burnt out carriages and locomotives
Breakdown craanes at work (viewed from above)
No. 48 awaiting scrapping at Derby
Down Postal. 64; 80
Locomotives found at sea. John Lusted
The Stephenson Locomotive Society Library holds a La Meuse Works List prepared by Jens Merte: this records WN 2419 as a 2-6-2T built in 1911 for the CF de Thessalie (CF Hedjaz, Soc. Ottoman?) and WN 2420/1 as two more built in 1914, together with WN 2431-2436 being 0-10-0Ts for the CF Hedjaz; that is for service in the Ottoman Empire. From Lebanon southwards, the 1,050mm gauge was one of the two main gauges in use in 1914. Is it unreasonable to speculate that the Hedjaz Railway made a provisional order for nine engines for which Works Nos were allocated, with No. 2419 going out in 1911 (and being reported in Railway & Travel Monthly) and the rest in 1914? Builders allocate blocks of numbers in advance, but delivery of part orders may be delayed. Deutsche-Levante Line was in the process of delivering the balance of this order when WW1 broke out and the Royal Navy interrupted its services: the rest is described in Hugh Hughes' Middle East Railways (1981 verified BLPC). By 1905, the 1050mm gauge lines in the Ottoman Empire had reached Beirut and Haifa on the Mediterranean and had been extended to Hijaz or Hedjaz in what is now Saudi Arabia. In 1914 a further branch was under construction to link this system with Jerusalem. Perhaps the La Meuse engines were destined for this branch? Then the Ottoman Empire declared war on Britain and France in September 1914.
In 1916, the British Army began to advance on Jerusalem from Egypt and had got as far as Gaza by March 1917. Presumably around then, someone in the War Office felt that the six engines which had been captured in 1914 would be useful during the advance. In November 1917, General Allenby was appointed to give the campaign some drive and direction. The British and Australians reached Jerusalem in December 1917 and Damascus in October 1918.
The La Meuse engines cannot have been of use for very long as many of the 1,050mm lines were converted to standard gauge during 1918. R. Tourret's Hedjaz Railway (1969 verified BLPC) gives more details of the conversion and suggests that at least for a time a third rail was laid to allow 1,050mm engines to operate at night when the track gangs were sleeping. But whilst the conversion was going on they would have been useful and as they advanced ahead of the gauge convertors, they would have been left in that part of the Ottoman Empire that became Transjordan when the victors had finished re-arranging the losers' boundaries in about 1922.
The Hedja: Railway gives more dimensional details of the 2-6-2Ts on page 52, but writer finds it difficult to believe that they could ever have operated on the 750mm Egyptian Delta Railways: all the evidence is that the War Office in 1917 decided to give the Palestine campaign a sharp shove. As well as a new General, these three engines were put through Swindon Works and sent them to the front via Egypt. Presumably Swindon at least repainted them in War Department grey and that is how they are shown in the Works photograph. The La Meuse works plate had been removed and at a guess was not replaced but the works number was painted on for the rest of their existence all six ex-Hedjaz engines operated under their works numbers only. Probably the incomplete parts of Works No's 2431/3/4 ended up in the British scrap drive in 1915 and their boilers and other parts may never have left German controlled Belgium and might well also have been melted down, in this case as German Army shell casings.
John G Robinson and other
locomotive artists John Lusted.
Is it right, even in a non-technical magazine such as RA, to so divorce function and appearance? Whilst agreeing that many of the engines liked by Grainger were both attractive and reasonably effective by the standards of their day, the Robinson 4-6-0s performed badly: the types he likes best were the worst! Robinson made nine attempts to design an effective 4-6-0 and never really succeeded, apparently because he was unable to appreciate that the ashpan needed to be raised up to clear the trailing axle if ash were not to block air getting to most of the fire after 50 miles! Even by the standards of the Edwardians, that was pretty dire and I find it impossible to regard those engines with admiration.
For a truly beautiful example of form following function I offer Bulleid's Q1 Class 0-6-0 of 1941, with not a wasted plate or frill spoiling a much maligned design which did all that it was asked to do and more.
Locomotives found at sea. Bill
Henry Hughes Middle East Railways quotes the La Meuse 2-6-2Ts as built in 1914 and it may be assumed that they were captured by the Royal Navy, in the Mediterranean during their delivery voyage to Haifa, which at that time was under Ottoman Turkish rule (that they were on board a German ship might indicate that they were shipped after the Germans had occupied Belgium, probably October 1914). What is strange is that they were then shipped back to the United Kingdom, from Alexandria in Egypt to Newport in South Wales, and placed in store for two years before being auctioned. They must have then been bought by the War Office (who realised that by this time they would come in handy - but didn't the British Government own them anyway, after their capture? - sent to Swindon for overhaul ready to go to Palestine, which by the time they would have arrived was in British hands. Writer owns a different photograph taken at Swindon, showing a three-quarter rear view of one of the engines. There is one error in the article. Swindon only repaired two Belgian 0-6-0s Type 32S No. 3414 (which had been coupled to the tender of No. 3776) and Type 32 No. 3548 (with the tender of No. 2976). These were also McIntosh 0-6-0s, neither of which were used by the ROD. Both engines were repainted with the letters 'R O D' and the tender numbers on their tenders despite having their own proper numbers on brass cabside numberplates. This seems to have been a not infrequent occurence with the Etat Beige engines taken over and used by the ROD (see William Aves. The Railway Operating Division on the Western Front : the Royal Engineers in France and Belgium, 1915-1919. Shaun Tyas, 2009)
Locomotive aesthetics. Nick
Grainger claimed all William Adams engines 'were superb' and this might well be considered true of his output from around 1880, when his first express 4-4-0s, the 135 Class appeared, but until then his design skills were not truly honed. His first two classes for the L&SWR were clumsy, with steamroller wheels, and a plethora of rivets and pipework, and his output earlier for the GER were even uglier, such as his 0-4-4T 61 Class, with their tanks about twice the height of the curiously squat bunker, or the awkwardly modern looking Ironclad outside cylinder 4-4-0s and the 2-6-0 Moguls. All of these locomotives had a very short working life and have been largely erased from enthusiasts' memories due to their general awfulness, apart from the trail-blazing Mogul, although few would be able to say what it looked like.
It is intriguing to speculate what happened that turned Adarns's ugly ducklings into the swans he produced later. As a Brighton fan, I like to think that he had a Damascene moment at Portsmouth at the sight of one of Stroudley's masterpieces and saw the error of his ways but, more prosaically, I suspect that changes in the drawing office at Nine Elms around 1880 saw a more artistic hand in charge of the draughtsmanship. In addition, there is a slight slip in that Adams did not succeed Joseph Beattie directly. Following Joseph's death, his son William George took the reins for six years. It is interesting to note that, whereas his father, as Grainger states, seemed to produce harmonious designs, even when encumbered with extra chimneys, pipe and other accoutrements of his experiments, 'WG', when he had the chance to stamp his ideas on designs, managed to get it all wrong. The square splashers on the well tanks did not improve their looks and his 4-4-0 was one of the clumsiest ever produced, although Adams finally redeemed them in his final rebuilding, creating one of the daintiest small 4-4-0s to run on Southern metals.
As a final thought, keeping with the L&SWR, it is interesting to see how major rebuilding or re-boilering of classes changed their aesthetics. The application of larger superheated boilers at grouping radically changed the appearance of the sleek Drummond classes, not for the better. It is only time and pleasant associations that now endear to us the dubious charms of the re-boilered T9 and Black Motor classes. However, on the neighbouring Brighton, the same process seemed to produce a far more coherent result, updating the elegant Victorian lines of Billinton's C2 and B2 classes into equally elegant contemporary looking Edwardian engines, although I have to admit that the solitary 'DIX' 0-4-2 tank was a visual and operational disaster as unfortunate as the rebuilt L&SWR M7.
The Gooch Broad Gauge 'Standard Goods' 0-6-0s.
RA32: p. 41 refers to an accident near Trowbridge involving Romulus. The following details, obtained from The Morning Post, 27 January 1871, note the cause of the accident, which occurred on Tuesday, 24 January between 05.00 and 06.00 when several goods trains arrived near Trowbridge station and shunting took place. One goods train passed the junction (not named) and ascended the incline 'in a cutting, just beyond the aqueduct'. The engine failed to haul its train along the incline, whereupon three wagons and the guard's van were detached and left standing in the cutting about half a mile short of the station. The guard in charge, for some reason neglected to run to the junction to signal danger to oncoming traffic.
A second goods train, loaded with freestone and drawn by Romulus, thundered into the cutting. Unable to stop in time, Romulus ploughed into the standing guard's van and wagons. Next to the van was a large tar tank, which mounted Romulus knocking off the funnel and smashing the front of the engine (the tar tank can be seen in the photograph). Romulus was derailed on impact. The driver escaped injury by clambering onto the tender coals and lying flat. The stoker was severely injured and was taken to Trowbridge Cottage Hospital.
As many as six passenger trains were held up by the blockage and had to run back to Holt and Bradford on Avon where they could cross over to the other line to pass. Heavy blame fell upon the guard of the first train for not keeping a look-out for approaching trains. Among the debris was a shattered hogshead of treacle upon which a bevy of boys descended, 'like bees round a hive', plundering the sticky treat with cupped hands, cans and pieces of broken metal.
lnvicta at Canterbury. Bill
Appreciated first clear description of how Invicta survived. The photograph on p51 (Invicta being towed by the Corporation's roller) shows Aveling & Porter engine No. 2822, a 10 ton single which left the works on 18 April 1891 and was new to the Corporation. In 1921 it was registered FN 5002 and was later sold to R. Brett &Sons also of Canterbury, who last licenced it in 1950.This information is from the records of the late Alan Duke which are now in the care of the Road Locomotive Society. Sir David Salomons must have been a transport enthusiast as he was a pioneer motorist in the 1890s. In 1912, he endeavoured to form a collection of early historic motor cars but sadly because of WW1 his efforts came to nothing.,
Sekon's LC&DR and Invicta. Bob Ratcliffe. 64;
This letter covers three topics. The first concerns the excellence of the Sekon picture rescue but notes that caption for bridge on RA 32 p. 12 (towards Sheerness). The second refers to old canal basin at Strood (RA 32 p. 59) which has since been filled in and houses built thereon, also notes condition of old canal tunnel and remedial work required to keepm railway open. The third adds more information on Invicta (RA 32 p. 49 et seq): notably its appearance at the Stockton & Darlington Centenary celebration; its restoration in the workshop at the NRM in the late 1970s; its involvement in May 1980 in celebrations in Canterbury and Whitstable and its installation in Canterbury's Poor Priests Hospital.
Mystery locomotive King Arthur.
David Morton. 80.
Manning Wardle K class 0-6-0ST WN 636/1876 with 12 x 17in cylinders and 3ft 1in coupled wheels supplied to contractor William Moss and named Nassington. It eventually passed to J.C. Lang, who used it on the construction of the GWR Bodmin branch when it may have received the name King Arthur. It then passed to Holme & King who used it on the construction of the GER branch from Shenfield to Wickford, on widening the LNWR between Euxton and Standish Junction. The letter from Chris and Judy Rouse seems to add work on the Trentham branch to this locomotive's varied life. Its final work was at Wrenthorpe Colliery from about 1911 until 1929 where it was owned by the Low Laithes Colliery Co.
John Alsop. Wish you were here? Railway postcards of Hertfordshire:
GNR & GER Lines in the East. 65-79 + 2 (colour) rear cover.
This is an interesting collection, partly because many of the locations are known to KPJ, and partly for illuminating certain aspects of former railway operating. The picture of the two GNR freight trains posed? between the two Welwyn tunnels shows that the GNR had an early interest in express freight which would lead to Gresley's locomotives for such traffic (K1, K2, K3 and V2 classes).
|New Barnet with small Ivatt Atlantic on slow passenger||66u|
|Digswell or Welwyn Viaduct with Ivatt 2-4-0 and 4-4-0 heading north on 14.30 ex- King's Cross c1905||66m|
|Marshmoor Siding with Ivatt 4-4-0 passing on heavy up express||66l|
|Harpenden station (LNER) with N7 approaching on train for Luton||67u|
|Wheathampstead station with G1 class 0-4-4T No. 934 entering with passenger train c1910||67l|
|Ayot station with train for Luton approaching||68u|
|Hatfield station with E2 2-4-0 on up train with clerestory bogie coach||68l|
|Attimore Hall Halt in 1905 (in what became Welwyn Garden City)||69u|
|Cole Green station with G2 0-4-4WT No. 531 in 1900s (site on edge of Welwyn Garden City)||69m|
|Hertford station (GNR) in 1906 looking towards linking line to Hertford (GER)||69l|
|Freight trains passing on GNR main line between Welwyn tunnels: motive power Ivatt 4-4-0 and E1 class 2-4-0||70|
|Stevenage station (original) with E2 2-4-0 No. 711 approaching on passenger train||71u|
|Rebuilt Stevenage station (after line quadrupled) c1900||71l|
|Hitchin station with freight train in down? platform||72u|
|Hitchin station with Midland Railway motor (push & pull) train with 0-4-T No. 1242 in centre (Bedford branch) c 1907||72l|
|Letchworth station with F2 0-4-2 No. 10A arriving on local train to pick up big crowd||73u|
|Letchworth signal box and new station and decorative bridge over and Spirella factory under construction||73l|
|New Letchworth station under construction in early 1913||74|
|GNR steam railcar (rail motor) and trailing coach at Baldock station c1910||75u|
|Bayford station? under construction with Railway Club visit in September 1916 with Robert McAlpine wagons with seats and locomotive||75m|
|Watton-at-Staone station under construction with Railway Club visitors? and contractor's train||75l|
|Cheshunt station with rebuilt T19 class 4-4-0 on express (H. Gordon Tidey)||76u|
|Broxbourne station with S46 class 4-4-0 arriving with up train c1904||76m|
|Sawbridgeworth station and level crossing and signal box||76l|
|Hockerill Halt (Bishops Stortford) on Braintree branch||77u|
|Ware station c1904||77m|
|Mardock on Buntingford branch with sidings and level crossing||77l|
|Standon stsation and busy sidings||78|
|Bishops Stortford (coloured postcard)||rcu|
|Hertford station (GER) (coloured postcard)||rcm|
Number 34 (March 2012)
E. McKenna. Scottish traders' wagons. 2-28.
KPJ note: this is an extremely interesting contribution, especially to one who indexed the Hurst Nelson Collection of works photographs in 1960/1 at was then Motherwell Public Library and wonders if the index has survived: the photographs are he believes in the hands of the Historical Model Railway Society, or are they copies? The HN output included much for export, many tramcars (including for the London County Council) and a great variety of hutches, tubs and other industrial rail-based vehicles.
These mainly featured on the North British and Caledonian Railways and in part reflected the early toll systems which applied on systems like the Monkland & Kirkintilloch and Edinburgh & Dalkeith Railways. The other Scottish railways were less involved: the Glasgow & South Western Railway (GSWR) due to the short length of their coal hauls and a deliberate policy by the Company to avoid the system and the Highland and Great North of Scotland as they had negligible originating traffic of coal (the commonest commodity conveyed in traders wagons). The activities of John Robinson, Goods Manager, and David Cooper. General Manager, of the GSWR are mentioned. Also the Lanemark Coal Co. went into liquidation, but their assets were taken over by Coprington & Auchlochan Coal Co. In 1874 D. Middleton & Co. an Inverness coal merchant approached the Highland Railway to operate its own wagons, but this rejected. Thirled wagons were introduced by the two major companies: in 1887 the North British Railway purchased traders wagons and then assigned (thirled) them solely to the traffic of the trader, thus ensuring their custom where competition with the Caledonian was fierce, as in the Monklands. James Nimmo and William Baird were two major users of the system.
The Scottish Waggon Owners' Association was established in 1888 due in part to an action taken by the Highland Railway in respect of a Nimmo wagon which derailed in January 1887 and caused consequential damage, The wagon had been built by Harrison & Cramm.
In 1910 the Railway & Canal Commission Hearings sought to adjudicate at the High Court in Edinburgh between the coalmasters and the railways. The Commissioners were Lord Mackenzie, President, Sir James Woodhouse and the Hon. A.E. Gathorne-Hardy. The Coal Mines Reorganisation Commission was established under the Coal Mines Act of 1930 and this led to amalgamations.
Wagon building in Scotland originated with the coal bogie or Scotch wagon and the earliest were primitive vehicles. Dumb buffers were slow to die out: wagons with them being built until relatively late. 8 ton capacity gradually increased to 10 tons, and there were a few operators of 15 ton vehicles, notably the Dalmellington Iron Co. operated them and some bogie wagons were operated by a Dundee coal merchant.
|Illustration table or figure||p.||note|
|Polmaise Colliery with Archibald Russell Ltd wagons including some from Dechmond Colliery||
|Polmaise Colliery with Archibald Russell Ltd wagons including one from Ferniegare Colliery||
|Graph: traders' wagons on Caledonian Railway: 1867-1900||
|Burntisland docks with dumb buffer wagons: many belonging to Lochgelly Iron & Coal Co.||
|Methil Docks with Harrison & Camm-built dumb buffer wagons owned Wemyss Collieries||
|Table: numbers of traders' wagons on NBR: selected years: 1866-1916||
|Graph: traders' wagons registered on NBR: 1889-1915||
|Carberry Colliery during 1921 National Coal Strike: Edinburh Collieries and Waldie wagons; see note||
|Table: numbers of traders' wagons authorised to run on G&SWR: 1899-1903||
|Ardrossan Harbour with barque Laura loading coal for Norway: wagon being hoisted probably NBR or CR||
|Kyle of Lochalsh station with James Waldie wagon (enlargement from p. 67)||
|Aberdeen Gas Works with Black Hawthorn locomotive City of Aberdeen and wagons||
|NBR wagon thirled to James Nimmo & Co. being shunted at St. Andrews||
|Arniston Coal Co. Ltd. 8 ton coal bogie No. 151 with end door and dumb buffers||
|Arniston Coal Co. Ltd. 10 coal wagon No. 151 with end door built R.Y Pickering Ltd in 1912||
|James Cunninghame, Glasgow coal merchant, wagon||
|Kirkliston station with Allanshaw Coal Co. bogie, Lassodie Coal Co. wagon and Wemyss wagon||
|Table 3: census of traders' wagons: 1910: Scottish railways including oil tanks, English and Scottish traders||
|Table: Caledonian Railway calculation relating to traders' wagons on 31 July 1909||
|Female labour handling bricks with Robert Muir & Co. 10 ton wagon during WW1||
|Table: distribution of traders' wagons by users and location||14|
|Table: wagon ownership of coal merchants in 1909||14|
|Table: numbers of traders' wagons in 1916||14|
|Lochgelly Coal & Iron Co. Ltd's Minto pit showing James McKelvie & Co. wagons||15||
|Fallin Colliery with Polmaise wagons and Ellis & McHardy, Aberdeen coal merchant wagon c1908||15|
|King William IV Dock, Dundee with Coltness Iron Co. Ltd wagons||16|
|Motherwell Bridge & Engineering Co. Ltd with Salmon & Young, Waldie and other wagons, c1926||17||
|Table: Numbers of traders' wagons: 1929 to 1948||18|
|Table: Fife colliery wagons distribution by age, capacity and ownership||18||
|Malleable Ironworks Co., Coatbridge with CR Jumbo 0-6-0||19||
|Near Motherwell? Netherton Lime Works wagons||20||
|Bowhill Colliery, Cardenan, c1900||21|
|Bowhill Colliery with Fife Coal Co. wagons from Bowhill, Leven, Valleyfield and Donibristle collieries||22|
|Leven harbour with Fife Coal Co. coal bogies and Largowood Coal Co. wagons||23|
|Bredisholm Collieries Ltd 7-ton coal bogie as United Collieries Ltd||23|
|Blairhall Colliery near Culross with LMS and LNER wagons and see notes||24||
|Table: North Central Waggon Co.: list of wagon builders||25||
|Table: Wagons supplied to Fife coalmasters 1861 to 1894||25||
|Fife Coal Co. 10 ton No. 3224 built by Pickering in 1899||26|
|Table: Wagon builders registered NBR for Scottish traders by decades||26||
|Oban Gas Co. wagons c1930||27|
|Lumphinnans Colliery with Fife Coal Co. wagons, c1930||28|
1. Other Archibald Russell collieries wagons represented include Tannochside (near Uddingston); also Cox Brothers (Dundee jute spinner) wagon
2. DCC: probably Donibristle Coal Co., Lochgelly, Bowman & Co. Muiredge Colliery and Fife Coal Co. and NBR wagons: picture from A.W. Brotchie Collection
3. Edinburgh Corporation Tramways lorry with Stevens on radiator presumably engaged in strike breaking: see also letter from E. Beauchamp in RA 35 p. 16
4. Details of locomotive: Black Hawthorn WN 912/1887. Wagons from Archibald Russell Cornshilloch Colliery, Larkhall, Marks & Son (Glasgow cannel coal merchant) and Peter Thornton, Cultrigg Colliery, Whitburn
5. Highly retouched photograph aimed to sell McKelvie coal in Edinburgh: NB NBR wagon from Morningside District
6. Salmon & Young were coal merchants at Greenock, founded in 1863 by W.B. Salmon and were still in business as coal merchants and wagon repairers at Nationalisation. The newly painted Waldie wagon carries the paint date 14/4/26 on the solebar, which provides a fairly precise date for this photograph. Jarnes Waldie started his business career in 1833, with a contract to clean dung off the streets of Leith. He then became a coal merchant and traded under the James Waldie name until October 1861, when he took his sons into partnership and the firm became James Waldie & Sons. The firm was incorporated as James Waldie & Sons Ltd in 1915 and traded under that name until the 1960s. Wagon No. 523 was built in 1901 by Hurst Nelson for the Laverock Knowe Coal Co. Dechmont Colliery was acquired by Archibald Russell Ltd in 1898. Wagons belonging to Brand & Co. of Over Dalserf and Woodside collieries; Hugh Keith, Glasgow coal merchant, in business between 1856 and 1929, and most of whose wagons were later purchased by Hurst Nelson for their hire fleet. The writer knows of no other photographs showing Brand & Co. or Hugh Keith wagons. The paintwork on the two Jas. Nimmo wagons looks pretty clean and they carry LMS branding as well as lettering for Canderrig Colliery, near Larkhall. They are flanked by Nimmo wagons with an earlier, simpler style of lettering. Note also that, to their right, two of the railway company wagons visible still carry pre-Group branding. In between these two is what is believed to be a wagon belonging to William Barr & Sons Ltd, AlIanton Colliery, Hamilton. In the foreground are examples of the Motherwell Company's products, steel girders and support beams for bridges.
7. Fife Coal Co.; Balgonie Colliery Co. Ltd.; Lochgelly Iron & Coal Co.; Fordell Colliery; Wemyss Coal Co. Ltd.; Coltness Iron Co. Ltd.; Henry Ness Ltd.; The Kinseat Co. Ltd.; Wilsons & Clyde Co. Ltd.; Tgomas Spowat Ltd.
8. Wagons owned: Barr & Higgins of Woodhall Colliery, Airdrie; James Nimmo; and Hamilton, McCulloch of Home Farm & Bog Collieries.
9. Siding off Caledonian Railway four track main line perhapds near Mothwell. Netherton Lime Works, where lime was mined, was at Auchenheath near Lesmahagow. John and William Howie associated with business with partnership with Train.
10. Wagons from J. & A. Davidson of Aberdeen; Aberdeen Coal & Shipping Co. Ltd; and many from Coltness Co.
11. Harrison & Camm, Darlington Wagon Co., John Whittle, Ince, Ashbury and Pickering
12. Coalmasters: Alloa Coal Co.; Balgonie; Barnsmuir; Wm Black; Jas. Nimmo; Donibristle; Wallace; Lochgelly. Wagon builders: Ashbury Railway Carriage & Iron Co., Manchester; David Bleloch, Charlestown, Fife; Birmingham Wagon Co.; Chorley Railway Wagon Co., Lancs; Darlingron Wagon Co.; Robert Faulds, Glasgow; Harrison & Camm, Rotherham; Hurst, Nelson, Motherwell; Oldbury Railway Carriage & Wagon Co., Staffs; Pickering, Wishaw; Charles Roberts, Horbury, Yorks; James Tod, Leith; Mann, Lauden & Co., Irvine.
13. Hurst, Nelson, Motherwell; R.Y. Pickering, Wishaw; Motherwell Wagon & Rolling Stock Co. Ltd.; Chorley Railway Wagon Co., Lancs; Ince Wagon & Ironwork Co.; Thomas Moy Ltd., Peterborough; Lancashire & Yorkshire Waggon Co. Ltd
Brian Arman. The H.L. Hopwood Collection 1902-1926. Part 13: The Midland Railway and Matthew Kirtley's legacy. 29-37.
|Beyer Peacock 4-4-0T No. 206A at Lancaster on 12 August 1902||
|Kirtley 0-4-4T as rebuilt by Johnson No. 786 (caption incorrect) on Kentish Town shed on 16 April 1904||30|
|880 Class 0-6-0T No.885A on freight train at Stratford on 6 September 1902||31|
|156 Class 2-4-0 No. 150A at St Albans on 19 July 1902||32|
|800 Class 2-4-0 No. 810 at St Pancras station on 21 May 1902||33|
|2-4-0 No. 151A approaching Cricklewood station on 17.10 for Nottingham on 6 June 1903 See also letter from Keith Fenwick.||34|
|Timetable extract appears to indicate that 17.10 terminated at Luton!||35|
|0-6-0 No. 2345 at Derby in 1908||36|
|0-6-0 No. 344 on Kentish Town shed on 16 April 1904||37|
Brian Arman and Neil Parkhouse. Droitwich Road Station
From H.L. Hopwood Collection taken on 2 September 1924: station on Birmingham & Gloucester Railway opened on 24 June 1840; closed to passenger traffic on 1 October 1855, but remained open for freight until 1 October 1952. Remarkably main building still extant as private residence. See letter from Huw Edawrds in Issue 35 p. 16 for more precise location for picture on page 39. . See also photographs by D.J. Norton in Issue 35 p. 53.
'Down Postal'. 40.
Mixed gauge track at Cowley Bridge. Peter Tatlow
Former railway Civil Engineer comments on suggestion that the fourth rail of the mixed gauge track across the L&SWR line to Crediton might be to lessen the load on the suspect timber Cowley Bridge finds little merit with him. Firstly, whichever of the pair of rails a narrow gauge train might take, it will impose eccentric loading on the bridge cross-section and hence with greater load to one side or the other. Secondly, a broad gauge train, due to its greater size, may well produce as much, if not more load, on each side even if symmetrically placed. Instead, suggests more plausible explanation lies behind the cameraman in the form of the nearby Exeter St David's station, where the narrow gauge trains in each direction will need to be placed close to the relevant platform. A clear example can be found on p. 10 of the same issue, showing mixed gauge in Penzance station. How far the four rails continue beyond Cowley Bridge may depend on the platform arrangements further down this single line.
(A single mixed gauge line was in use to Crediton at this period. Whilst Peter's explanation is undoubtedly correct as to the arrangement of rails running to Exeter St. David's station, what it does not explain and what I was struggling with when compiling the caption, is why there were four rails across the bridge. Surely, a point on the Exeter side of the bridge, with 3 rails running across it, would have made more sense? Ed.)
Attimore Road Halt. Kevin P.
The late Mrs Eileen Davey (née Hall), who worked for an organization which is now known as the Tun Abdul Razak Research Centre, told writer about alighting from trains at Attimore Road level crossing in what by this time had become Welwyn Garden City. This was probably during, or immediately after the Second World War and she thought that the practice was unofficial but common place at that time. The original halt probably dates from the early experiments with a Daimler railcar on the Hertford branch in 1905. Incidentally, it is a pity that John Alsop lacked a view of Hertingfordbury station, as this was one of the settings for the television series Cat Weasle!
Broad Gauge Fish Plant. John
Re GWR Broad Gauge conversion (RA33, p16) Roger Langley states 'what is meant by the term' Fish Plant' is unclear'. According to the 1900 GWR Telegraph Code Book, 'Fish Plant' was to be interpreted as 'Siphons, Tadpoles and Tadpoles A'. 'Tadpoles were open fish trucks, 'Tadpoles A' were open fish trucks with brakes, whilst 'Siphons' at this date were 'Milk or poultry vans' but some were used for fish. In 1900, if you wanted to refer to simply Siphons and Tadpoles you telegraphed 'fishy' and there was a mysterious (to me) code 'Fig', which was to be interpreted as 'Load fish plant West' (From the National Archives, Kew, file RAIL 259/477).
King Arthur at Trentham Gardens.
Many thanks for publishing my letter on the Manning Wardle King Arthur at Trentham in RA33. There is in fact another photograph of the engine in existence. It appears in The Industrial Locomotive (journal of the Industrial Locomotive Society) in No. 119 of 2006, in an article by Bob Miller on William Rigby, the first owner of the locomotive. The photograph is said to show the engine at Low Laithes colliery and is credited to the collection of J.K. Williams. One Manning Wardle engine looks very much like any other but there is one distinguishing feature of both locomotives that persuades me that they are the same engine. The cast nameplate on the saddle tank had a distinctive raised surround and reversed corner cut-outs.
King Arthur at Trentham Gardens.
The engine was Manning Wardle WN 636/1876: 0-6-0ST with 12 x 17ins inside cylinders, which at time was owned by Holme & King, who had contract for construction of the Trentham Gardens Branch for the NSR. The contract was awarded per a minute of 23rd June 1908 at a cost of £7,391.1s. 6d.
Stover Canal correction. A.J. Mullay
Network Rail insists that they own the Stover Canal! It is leased to Teignbridge DC until 24 February 2040.
Mystery goods office. Robin Simmonds
Hoping that readers of RA could identify the location of this old postcard (reproduced). The sign proclaims the building to be Great Western Railway Goods & Shipping Offices, which presumably puts it somewhere near a shipping port. The card was posted to Ilfracombe from Aberavon on 23 August 1905, the writer having been to Baglan 'last Sunday evening'. There appears to be a goods shed behind the office block and the only other clue discernable is an Elders PO wagon on the left. All this would suggest the view is of Port Talbot goods offices but writer does not have a clear view of this building to confirm this supposition or not.
Crystal Palace High Level Station. Roger Monk
Photograph (reproduced) taken at Crystal Palace High Level station, showing the goods yard. Unfortunately, the locomotive number is unclear, only that it appears to end with 4. and would date it before the 1931 SR re-numbering, when many engines acquired 4 digit numbers to replace the former letter suffix system. The photograph was taken by E.G.P. Masterman and is now in my collection.
This unusual viewpoint of the terminus station has been sent to us following publication of our book The Crystal Palace High Level Railway. It shows an unidentified ex-SE&CR Wainwright 'C' Class 0-6-0 shunting the yard sometime in the late 1920s and includes four different PO wagons. WJ. Snelling was the local merchant here at this time and his wagons were lettered 'J. Snelling, Crystal Palace Sta.' This may be one of the four 12-ton mineral wagons built by T. Burnett Ltd, Doncaster, in July 1924, numbered 34-37 and registered by the Southern Railway. The 'P O P' wagon belonged to Peake, Oliver & Peake Ltd, a large firm of London based contractors, factors and colliery agents. ext to it, Cleeves, Ault & Fowell wagons were simply lettered 'C A F', with 'LONDON· in smaller letters on the side doors. Finally, the tantalising one, next to the Snelling wagon - 'South'?
G.A. Sekon. The history of the London, Chatham & Dover Railway, Part 3. 41-66.
|Constantine: J. Fowler & Co. 0-6-0 delivered 1866||42|
|Linking line at Margate: see also 58 lower||43|
|Martley 0-6-0 No. 133 formerly Huz (Sharp Stewart 1873)||44u|
|Weight diagram for above||44l|
|Margate West station||45|
|A class 0-4-4T No. 106 (Neilson 1875) with condensing apparatus||46|
|Paddle steamer Engeland (Zeeland Steamship Co.)||47|
|PS Bessemer (two views: interior cross section and steaming calmly: both engravings)||49|
|SS Calais-Douvres (two views: both engravings of twin hulled ship)||50|
|M Class 4-4-0 No. 158||51|
|Gradient profile: Maidstone East to Ashford||52|
|Gravesend West Street Pier terminus||53|
|B1 class 0-6-0 No. 156 (Neilson 1877)||54u|
|Gradient profile: Buckland to Deal||54l|
|Kings Ferry Bridge||55u|
|St Paul's (later Blackfriars) station with E Class No. 547, R1 class No. 707 and A1 class No. 628||56|
|Gradient profile: Fawkham Junction to Gravesend Pier||57|
|R class 0-4-4T No. 208||58u|
|Other end of loop shown beginning on p. 43 facing towards Maegate Sands||58l|
|James Staats Forbes: portrait||59|
|Drawing: bogie brake third supplied to LCDR from Brown, Marshall in 1898||60u|
|Drawing: bogie first/second lavatory composite built Longhedge in 1898||60l|
|Gradient profile: Shortans & Nunhead Railway||63|
|Dover Admiralty Pier with SS Brighton and various passenger brake vans||64|
John Alsop. Wish you were here? Railway postcards of the Dingwall & Skye Railway and the Far North. 67-80; rear cover.
|Kyle of Lochalsh station with passenger train awaiting departure behind 4-4-0 in 1903||67|
|Skye bogie 4-4-0 awaiting departure from Kyle of Lochalsh||68u|
|Strome Ferry (Stromeferry) showing turntable remains of engine shed and station with overall roof. See also letter from Jeffrey Wells (RA35, p.16)||69|
|Lochluichart station in about 1900 (station relocated in 1954 due to hydro-electricity works||70l|
|Dingwall station (PC posted October 1909) with motor cars registrations: JS 2; LN 746 and ST 17 in forecourt: see RA 35 p. 16 letter from Bill Briggs||72|
|Drummond 0-6-0 No. 23? entering Muir of Ord with passenger train c1910||73u|
|0-6-0T No. 24 at Munlochy on Fortrose branch passenger train||73m|
|Fortrose terminus with passenger train and possibly Small Ben No, 4||73l|
|Invergordon station (with Highland Railway device)||74u|
|Edderton station and distillery||74l|
|Bonar Bridge station (now Ardgay) with passenger train||75u|
|The Mound station with train hauled by 0-6-0T No. 56 Dornoch||76u|
|Embo station (light timber construction) and extant station master's bungalow||76m|
|Dornoch terminus with Cathedral behind : first pseenger train on 2 June 1902 hauled by 0-6-0T No. 56 Dornoch||76l|
|Dornoch Hotel: Highland Railway publicity PC||77u|
|Dunrobin station now Dunrobin Castle (open summer season only)||77m|
|Double headed up train (Small Ben No. 6 Ben Amin leading) at Brora station||77l|
|Forsinard station (now Flow Country Visitor Centre)||78u|
|Thurso station with enamel signs and train||78l|
|Watten station with Small Ben No. 7 Ben Attow||79u|
|Snow plough at work||79um|
|Wick with snow plough at head of 12.20 arrival on 23 February 1907||79lm|
|Wick station with departure of Wick Terriers on 6 August 1914 behind Jones Goods?||79l|
|Thrumster station (building still extant)||80u|
|Lybster station (main building now golf clubhouse)||80m|
|Fortrose station (two colour PC)||rcu|
|Strathpeffer station (coloured PC)||rcl|
Number 35 (June 2012)
Jeffrey Wells. Helmshore and Haslingden: a Lancashire railway
tale. 2-15; 55; rear cover upper.
East Lancashire Railway opened between Stubbins Junction and Accrington on 17 August 1848. The line was characterised by steep gradients. The text is mainly concerned with the station strucures.
|Haslingden panorama including station, cotton mills and goods yard, c1902||2|
|Helmshore station platforms, level crossing and signalbox c1910||3|
|Map: Alderbottom Viaduct to Hud Hey Bridge||4|
|Helmshore station platforms, level crossing and signalbox c1910||5u|
|Helmshore station platforms, level crossing and signalbox down direction: see also Issue 30 p. 76||5l|
|Helmshore station platforms with 2-4-2T arriving||6u|
|Helmshore station area map: Ordnance Survey 1900 edition||6m|
|Helmshore station with up train arriving c1905||6l|
|Haslingden or North Hag Tunnel entrance in 1952||7u|
|Haslingden or North Hag Tunnel entrance after closure||7l|
|Haslingden station with Haslingden Fresh Air Fund excursion passengers, c1908||8u|
|Haslingden station with tradesmen's trip c1912||8l|
|Haslingden station and tunnel map: Ordnance Survey 1900 edition||9u|
|Haslingden station approach road: L&YR block plan 1895||9l|
|Haslingden station on 23 April 1954||10u|
|Haslingden station approach road||10l|
|Haslingden station with wagons in goods yard, 1960s?||11u|
|Haslingden station semi-derilict on 5 July 1964||11l|
|Haslingden station with track still in situ||12u|
|Hud Hey Road bridge||12l|
|Ordnance Survey 1895 edition Gas Works||13|
|Grane Quarry Co. offices||14u|
|Grane Quarry Co. track and points||14l|
|Haslingden station: excursion train c1905||15|
|Helmshore station platforms, level crossing and signalbox (coloured postcard)||rcu|
Sekon's LC&DR. Len Wood
See RA 33 p. 30. He had read of the excellence of Longhedge Works and of the capabilities of both Messrs Martley and Kirtley as Locomotive Superintendents. With a severe cash flow and the need to rebuild and repair, Longhedge were not able to produce their first locomotive until 1869. Martley intended to call the engine Premier no numbers were carried at this period but remarked to the chairman that it was a complete enigma to him that ir was ever complered. On the chairman's suggestion, the name Enigma was thus bestowed. His was some milestone for the LC&DR and perhaps gave thought of better times to come. At this period, photography was still fairly primitive with equipment heavy and cumbersome. However when Enigma was wheeled out for the first time, was this special event captured on film?
Timetable troubles. Keith
The caption to the photograph on p34,RA34 gives the train as the 17.10 to Nottingham. However, the accompanying timetable shows this as a local train to Luton. There is a double line further down the column. The train arriving at Nottingham started at Leicester at 19.40. So was the train in the picture just a Luton local?
The Strome Ferry Riot. Jeffrey
John Alsop's excellent photostudy on 'The Dingwall & Skye Railway' in RA34 throws up an intriguing nugget of railway history, namely the Strome Ferry riot of 1883 (p69). The following may be of interest to readers, the details of which are drawn from contemporary press reports.
Two steamers, Lochiel and Talisman, arrived at Strome Ferry pier from Stornoway on the Isle of Lewis, at 01.00 on the morning of Sunday, 3 June 1883. According to The Aberdeen Journal of 5 June:
'There had been a good carch of herrings during Friday night and Saturday morning by the Lewis boars, and a large quantity of the produce, parrly kippered and parrly fresh, was destined for the London marker, which it could only reach by yesrerday [Monday] morning if sent straight on per rail.'
As there was no Sunday service on the Dingwall & Skye Railway.
a special train had been arranged and was standing at the Strome Ferry quayside
awaiting the arrival of the two steamers, whose cargoes comprised 6.700 boxes
of highly perishable commodities. Before the vessels could be unloaded and
the goods transferred to railway wagons, a horde of West Highland crofters,
cottars and fishermen attacked the railway officials. This was the first
of a series of attacks that took place over the next 23 hours. The rioting
mob took over the pier and the railway plant. The men were armed with bludgeons
and sticks, which were freely used during each assault. The railway officials
were expelled from the pier. taking refuge in the train or in railway buildings.
The cause of these 'extraordinary disturbances' was the rioters' belief in
the sanctity of the Fourth Commandment - no work to be done on the Lord's
Day, this being the tenet of Sabbatarianism, which was particularly strong
in Scotland. 'Not a box of fish would they [the mob] allow 10 leave the steamers
for the railway waggons': It was reported that the railway wagons had been
pushed away from the sides of the steamers!
The situation was telegraphed to railway headquarters at Inverness, whereupon a special train left Dingwall conveying six constables, one of whom was the Chief Constable. The rioters, some 100 to 150 men, putatively active members of the Sabbath Observance Army, held back the constables and succeeded in injuring the Chief. A telegraph was sent to Inverness, describing the dire situation and requesting a retreat to Dingwall. This was granted and the police scuttled back to their base.
Encouraged by their success, the rioters held a series of devotional services, conducted by a Free Church elder of the area. As midnight approached, the mob marched up to the railway offices and triumphantly called out 'twelve o'clock, twelve o'clock' ,and then wandered off to their homes. After midnight, all was reported quiet at Strome Ferry. The deteriorating fish was loaded and conveyed to Inverness, from where it was forwarded to London, to be sold at a much lower value due to the long delay. It was finally reported that the police were inve tigating the incident and were bent upon apprehending the ringleaders. This account is better than one in Backtrack, 2012, 26, 326..
Early motor cars in Scotland. Bill
Cars standing outside Dingwall station: car on extreme left, registration JS2 (Ross & Crornarty), is without doubt a Napier. Car on extreme right. registraton STI7 (Inverness):, John Warburton, former member of the Veteran Car Club Dating Committee, considers was an Arrol-Johnston and having compared this with photographs of the Arrol-Johnston that won the 1905 car TT in the Isle of Man, would agree with this identification.
For anyone who would like to know more about these two cars, the original registraton registers for Inverness are held by The Highland Regional Archives, Kinmylies Building, Leachkin Road, Inverness IV3 6NN, and the card index for Ross & Cromarty registrations is held by the Kithead Trust who can be contacted at: firstname.lastname@example.org
It is impossible to identify the middle vehicle, registration LN746. This is a London registration and no records for London at this period survive. See also letter from Richard Ardern in RA38 p. 70 on location of the Highland Regional Archives.
Droitwich Road clarification Huw
Caption to photograph on p39 was looking north towards towards Stoke Works. Abbots Wood Junction is located south of Droitwitch Road.being the junction of the Midland main line with the GWR spur from Worcester. The post shown in the photograph is milepost 60½ from zero at Derby North Junction, via Burton on Trent and Camp Hill.
Stevens lorry identified. E.
See RA34, p7, for photograph possibly taken at Carberry Colliery with a Stevens lorry. W.A. Stevens was involved originally with Tillings in the design of drives for lorries and buses circa 1908. The final and improved development type of vehicle by him, however, was in partnership with Dennis Bros of Guildford. The lorry depicted was a 1914-18 War Department 3-4 ton chassis made by Dennis and was termed a 'Subvention lorry'. The engine, axles and frame were predominately of Dermis manufacture but Stevens converted the final drive into an electric drive: i.e. Petrol Electric. With the generator on board it waspossible to use it for powering temporary lighting outfits or arc welding.. To ensure that the engine would not overheat whilst unde static running for long periods, a larger radiator and pump was fitted. The above information (much reduced) can be found in the April 1963 edition of Vintage Commercial magazine. See also photograph, diagram and plan.
Peter Tatlow. Great Western Railway steam breakdown cranes. 17-26.
|Plate 1||Cowans Sheldon (1901) 15-ton crane No. 8 on 6 March 1966 (R.H.G. Simpson)||17|
|Plate 2||Cowans Sheldon 20-ton crane No. 5 with bogie toolvan No. 130 in February 1907||18|
|Plate 3||Stothert & Platt 36-ton crane No.1 and Ransomes & Rapier 36-ton crane No. 2 with The Great Bear lifted||19|
|Plate 4||Ransomes & Rapier 36-ton crane No. 2 at Swindon on 22 March 1964 (M.S. Welch)||20|
|Plate 5||Wilson 12-ton crane No. 12 on 17 June 1909||21|
|Plate 6||Taff Vale Railway Chaplin 20-ton crane of 1884/5 (Engineer engraving)||22|
|Plate 7||Taff Vale Railway Cowans Sheldon 36-ton crane No.10 and Ransomes & Rapier 36-ton crane No. 3 at Glyncorrwg Colliery rerailing 650hp diesel locomotive No. 9529||23|
|Plate 8||Rhymney Railway Cowans Sheldon 35-ton crane as GWR No. 9 at Worcester on 29 June 1953 (Brian Penney)||24u|
|Plate 9||Barry Railway Cowans Sheldon 25-ton at Radyr on 12 September 1970||24l|
|Plate 10||Ransomes & Rapier 45-ton crane||25|
|Plate 11||Ransomes & Rapier 45-ton crane No. 17 at Oxley shed on 24 May 1964 (M.S. Welch)||26|
Edward Talbot. Lord Monkswell's Notebooks Part 1:
Lord Monkswell (Robert Alfred Hardcastle Collier) was born on 13 December 1875, was educated at Eton and Cambridge, worked in the Foreign Office in Paris, Washington and Peking, before inheriting his title; served in the Royal Field Artillery during WW1 and died on 14 January 1964. He was a pillar of the Railway Club and seems to have spent most of his life as a full-time railway enthusiast. He kept notebooks; five of which emerged at a Sheffield Railwayana Auction about seven years ago and were acquired by Roger Bell; these have been transcribed by Michael Bentley and Edward Talbot. Further input has been made by Roger Hennessy and George Carpenter. The five notebooks cover 1895 (including France); 1898; 1905/6 (China and France); 1926 and 1933. Presumably there were, or still are, further notebooks. As the sections reproduced show Monkswell inserted pictures and cuttings from published material into the notebooks using adhesives and adhesive tape. Eight pages are reproduced. He was highly regarded for his observations on locomotive performance. He published many articles and several books
pp. 32-4: A dinner was hosted by Lord Monkswell in honour of Cecil J. Allen on 6 April 1955. A copy of the menu, signed by Cecil J. Allen, is reproduced. The guests at the dinner held at St. Ermin's, Westminster were: see also letter from Robert Humm
E.W. Arkle, Commercial Superintendent, North Eastern Region in 1951.
H.F Anderson, Railway Clerks Association
Dr I.C. Allen, Railway Magazine correspondent and railway historian.
A Anderson, Alan Anderson wrote the first series of Famous Trains, the Brockhampton booklets: Flying Scotsman; Cornish Riviera; Devon Belle; etc.
G.J. Aston, Gerry Aston was an enthusiast, with a special interest in locomotive performance as well as a highly capable railwayman. He was Line Traffic Manager Derby before the operating divisions of Derby, Manchester and Crewe were amalgamated at Crewe in July 1968. Then he came to Crewe and 'fluttered around the offices' until he retired soon afterwards.
B. Atkinson, Motive Power Engineer, British Railways, Eastern Region.
W.R. Alderton, +
Lt-Colonel P.M. Brooke-Hitching, Railway Magazine correspondent.
M. Bonavia, Management Systems Assistant, British Railways; Principal Works and Development Officer, 1951; later on first Channel Tunnel project.
Geoffrey S. Bridge.
D.C. Bull, Railway Magazine correspondent, locomotive performance.
F.G. Brewer, F.W. Brewer was a railway historian.
D.S.M. Barrie, Public Relations Officer, later Divisional Manager, British Railways, and authority on locomotive performance.
B.W.C. Cooke, Editor Railway Gazette and Railway Magazine.
K. Cantlie, Overseas Advisory Engineer, Locomotive Manufacturers Association.
Reverend T. Colman.
Sir James Colyer-Fergusson, Bt., Passenger Officer, Southern Region, British Railways.
George W. Carpenter, consulting engineer; friend and collaborator with Andre Chapelon.
S. Greer, Stanley Greer.
G.P.J. de Clermont.
F.J. Cockman, BR employee, mentioned by E.S. Cox.
G.S. Cattel, prominent in the General Electric Company and keen collector of railwayana. Had a set of GWR 4-cylinder valve gear, for instance, and a kind of trolley with whistles from many companies which could all be blown. Also had many nameplates, including a replica of the LNWR nameplates FARADAY, which he had made for him.
R.H. Clark, compiled the Historical Survey of GWR Stations, published in the 1980s by OPC.
Paul Drew, editor of railway publications.
H.M. Dannatt, Mechanical Engineer, . North British Locomotive Company.
Colin D. Dence.
A.W.T. Daniel, Railway historian and author.
C. Hamilton Ellis, Railway historian, author and artist; produced a series of 24 carriage prints used by British Railways.
S. Ellingworth, perhaps Sam Ellingworth.
Laurie Earl, retired engine driver, Camden shed.
Robert C. Ferguson.
P. le Neve Foster.
Reverend J.W. Grant.
Harold J. Griffith, Railway Magazine correspondent, locomotive performance.
Dr C.H. Giles.
Richard Hardy, shedmaster at Woodford Halse, Stratford and Stewarts Lane, and author of Steam in the Blood.
Prof. P.A.S. Hadley.
Edward W. Hamilton.
Andrew J. Hayden.
John E. James.
C.E. Turner Jones.
C.E. Lee, railway historian, Assistant Editor Railway Gazette and Railway Magazine.
Desmond R. Lysaght.
Robert A. Lewis.
Henry Maxwell, railway historian.
Lr-Colonel Gordon Maxwell.
G.N. Martin, Railway Magazine correspondent locomotive performance.
M. Inglis Mason.
Major !.K. MacNaughton.
O.S. Nock, Chief Engineer, Signal and Colliery Division, Westinghouse Brake and Signal Company Ltd, railway historian and writer. locomotive performance.
K.A.C.R. Nunn, railway historian.
B.I. Nathan, Railway Magazine correspondent, locomotive performance. Editor of the Stephenson Locomotive Society Journal.
W.R. Oaten, editorial assistant Railway Gazette.
P. Olver, H.M. Railway lnspector.
Lt-Colonel Sir Michael Peto, Bt., possibly a connection to Peto railway contractors.
WE. Selby, Senior engineer, Crown Agents for the Colonies.
A,P. le M. Sinkinson, Railway Magazine correspondent, locomotive performance
Arthur M. Stacey. ,
J.E.L. Skelton, Railway Magazine correspondent, locomotive performance.
G.M. Sanders, Consulting engineer, formerly locomotive officer in Railway Operating Companies, Engineers.
Gordon Tidey, Railway photographer.
John H. Turner.
Lt.-Colonel J.F. Thorburn
Philip Unwin, perhaps a partner in Alien & Unwin, publishers.
HA Vallance, Railway historian.
Dr Ransome Wallis, Railway photographer and historian.
Messrs. B. G. Wilson.
R.A.H. Weight, Railway Magazine correspondent, locomotive performance and historian.
Major C.S.M. Walker.
Oliver Warner, possibly of Warner Publishing
A.N. Wolstenholme, illustrator whose work appeared in many Ian Allan publications in the 1940s and 1950s, notably Trains Annual and ABC booklets.
p. 34: Photograph of Petite Circulaire train at Pris Gare du Nord hauled by Vauclain? four-cylinder compound 4-6-0.
Brian Arman. The H.L. Hopwood Collection 1901-1926.
Part 14: The Great Eastern Railway in 1901-5. 35-44.
Cites C. Langley Aldrich's Locomotives of the Great Eastern Railway. 1862-1972. Considers the many locomotive superintendents who served the railway but concentrates on the tragic figure of Massey Bromley, who was killed in the Penistone accident of 1881: see also letter from Jeffrey Wells in 36 p. 51.
|Neilson Coffee Pot 0-4-0ST No. 229 with dumb buffers on quayside*||35|
|Johnson Class 1 2-4-0 No. 34 Lowestoft shed on 9 July 1901||36|
|Adams Class 61 0-4-4T No. 67 with train for Snaresbrook at Bethnall Green||37|
|Rebuilt Bromley E10 class 0-4-4T No. 101 with condensing gear at Liverpool Street on 18 September 1901||38|
|Worsdell E16 class 2-4-2T No. 664 at Stratford on 6 September 1902||39|
|Worsdell 4-4-0 No. 0705 ascending Brentwood Bank c1902||40|
|Claud Hamilton 4-4-0 No. 1840 at Cambridge on 12 August 1905||41|
|2-4-2T No. 1082 at Brentwood with an up train from Cambridge (Southend?) on 27 June 1902: see latter from Bill Aves in 36 p. 51||42|
|2-4-0 No. 34 at Liverpool Street station on 9 July 1901||44|
Barry Taylor. A Northamptonshire locomotive mystery:
early days on the Northampton & Banbury Junction Railway. 45-52.
See also Issue 29 page 25. The Northampton & Banbury Junction Railway received Royal Assent on 22 July 1863. Encouraged by potential iron ore traffic to South Wales it changed its name to the Midland Counties & South Wales Railway, but the section from Blisworth to Towcester had opened on 30 April 1866 and this was followed by the collapse of Overend & Gurney. Thus there were no funds available for the locomotives ordered from Neilson & Co. which were standard 0-4-2 and 0-4-2Ts. Five had been built: one was sent overseas and four were acquired by the Caledonian Railway: not the Solway Junction Railway. The railway had to seek replacement motive power and this possibly included The Owl, an ex-Liverpool & Manchester Railway 0-4-2 sold in 1855 and a Sharp Roberts 2-2-2 acquired via Isaac Watt Boulton (see Chronicles of Boulton's Siding). The latter was ex-LNWR No. 1125, sold from Longsight on 28 February 1866, but purchased by the East & West Junction Railway. The contractor. C.N. Foster, owned a Hunslet 0-6-0ST Vulcan and this was siezed by the Sheriff who mistakenly thought it was owned by the bankrupt railway. A further Act was obtained in July 1870 and this enabled the line to be completed from Bradden to Cockley Brake. John Aird & Son was the contractor and this section opened on 1 June 1872. Thereafter the railway reverted to its older title. Auctions held by W.J. Peirce in Northampton relate to six-wheel four-coupled locomotives: these were held on 17 November 1866, 22 December 1866 and 22 October 1870. The locomotives were being sold on behalf of Walter Amos Michael and Vincent James Barton. The former was a director of the railway; the latter a London iron merchant. When the LNWR agreed to work the line from 1 March 1875 the locomotives formerly used were auctioned off:
Locomotive tank engine No. 1: six-wheels, four-coupled, 15in cylinders
Locomotive tank engine No. 2: six-wheels, four-coupled, 15½in cylinders
Locomotive tank engine No. 3: six-wheel,s four-coupled, 16in cylinders
Locomotive engine No. 4: six-wheels, all-coupled, 17in cylinders, also tender
Locomotive engine No. 5: six-wheels, all-coupled, 18in cylinders, also tender
The illustrations attempt to match these
|0-4-2T No. 1 (Neilson official): presumably No. 1 MC&SWR||46u|
|0-4-2T No. 2 as Caledonian Railway No. 541A with modifications1||46l|
|2-2-2ST: Sharp 2-2-2 modified with saddle tank by Isaac Watt Boulton||47l|
|Longridge 0-6-0 ex-LNWR Cotton at Boulton's siding: supplied to John Aird & Son at Blisworth||48|
|Ex-South Staffordshire Railway 0-6-0 Ajax (Vulcan Foundry 1855): N&BJR No. 4 from May 1872||49|
|Ex-South Staffordshire Railway 2-4-0T (Sharp Stewart 1851) Sylph:: N&BJR No. 3||50|
|N&BJR No. 2: former NLR 2-4-0ST No. 27: similar locomotive ex-LNWR 2-2-2 Etna with saddle tank at Pinnex Colliery, Burslem||51|
|N&BJR No. 1: former NLR Stothert & Slaughter 2-4-0WT: similar locomotive Furness Railway No. 108 (ex-Whitehaven, Cleator & Egremont Railway No. 12 Marron||52|
1 Modifications included crude cab, Westinghouse brake and stovepipe chimney
Follow up 1. Droitwich Road Station. 53.
Photographed by D.J. Norton. See also Issue 34 p. 38 for photographs by Hopwood.
Brian Arman. Broad gauge follow-up: 'Standard
Goods' 0-6-0 Europa. 54-5.
At Ivybridge in 1892 with preparatory work for conversion to standard gauge. 4-4-0ST No. 2130 Lance working bunker-first with a Plymouth to Exeter stopping train, leading coach was a Cornish Railway six-wheel coach. See Issue 32 page 47
Harry Jack. W.H. Dodds of Banbury: an early railway
William Harvey Dodds was born in Nottingham in about 1830; he had a business in Wolverhampton in 1862 where he photographed a boiler explosion at Millfield Ironworks, Bilston; in 1868 he had a business in Banbury; in 1879 he was declared bankrupt; but must have recovered as he was subsequently in business in Sheffield. The photographs are of London & North Western Railway (LNWR) locomotives and the first and third were probably taken at Banbury and consist solely of the locomotive: Jack postulates that the turntable may have been too short to turn the engine with its tender
|2-2-2 No. 1873: built Crewe in Juky 1845 as Grand Junction Railway No. 19 Princess; rebuilt in September 1855 and March 1869; scrapped 10 July 1879||56|
|Advertisement on back of photographs for business in Banbury||57|
|2-2-2 No. 1839: built Crewe in May 1849 as No. 115 Meteor; placed on duplicate list as No. 1839 in September 1872; scrapped 24 January 1879||58u|
|2-4-0 No. 176, formerly Courier, rebuilt February 1870; renumbered 1839 in February 1880 and withdrawn in July 1882||58l|
Harry Jack. Fly shunted 1: More early locomotives. 59-60.
Bury type locomotives: cites A. Rosling Bennett's Chronicles of Boulton Siding
|0-4-0 photographed at Boulton's Siding in 1866: had been bought at Faversham and was sold in July 1867 to Jamieson & McCormick of Wigan||59u&m|
|0-4-0 supplied by Bury, Cutis & Kennedy to Croydon, Dover & Brighton Joint Committee: LBSCR No. 96||59l|
|2-2-0 probably at Kirkham, Lancashire & Yorkshire Railway: not Burnley Mabchester Road||60u|
|2-2-2WT North London Railway No. 15A at Hammersmith: ex-London & Birmingham Railway No. 25 supplied Peter Rothwell||60l|
Fly shunted 2; Newcastle Central c1865. 61.
0-6-0? in platform with short train
Opening of the Lynton & Barnstaple Railway
Photograph probably taken on opening day, 11 May 1898, in Pilton Yard. Shows both Exe and Yeo: 1ft 11½in gauge 2-6-2T with assembled staff including Frank Chanter, Engineer & Manager.
Mike Christensen. The Eaton Railway in the 1940s.
Photographs taken by Graham Vincent in September 1942, when he was a senior boy at Shrewsbury School, and in 1947 just before the remaining material was sold to Captain Howey, proprietor of the Romney Hythe & Dymchurch Railway which shared the same gauge as the Duke of Westminster's railway at Eaton Hall, near Balderton. Cites Howard Clayton's The Duffield Bank and Eaton Railways. Oakwood Press, 1968 [was this a Locomotion Paper?] and Mark Smithers. Sir Arthur bHeywood and the fifteen inch gauge railway. Plateway. 1995 and a website Perrygrove where a replica locomotive runs. See also letter from Bill Aves in Issue 36 p. 51..
|Schematic map of Eaton Railway||64|
|Triangular junction near Belgrave Lodge on 31 March 1947||64 inset|
|Locomotive shed at Belgrave on 4 September 1942||65|
|Locomotive shed at Belgrave on 31 March 1947 with brake van and open wagons||66u|
|Locomotive shed at Belgrave on 31 March 1947 with brake van and open wagons||66l|
|Exchange siding at Balderton on 4 September 1942: pieces of Katie being cut up||67u|
|Exchange siding at Balderton on 4 September 1942: pieces of Katie being cut up||67l|
|Exchange siding at Balderton on 4 September 1942: boiler from Ursula||68u|
|Radiating gear on Heywood six-coupled engine No. 2 diagram||68l|
John Alsop. Wish you were here? Railway postcards of Lincolnshire. Part 1. 69-80.
|M&GNR 4-4-0 at Sutton Bridge pre-1909||69|
|Cross Keys Bridge c1905||70|
|Holbeach station and signalbox with A class 4-4-0 on eastbound train||71|
|Twenty station when flooded with 0-6-0T shunting carriages 1910||72u|
|GNR 0-4-4T No. 515 at Stamford engine shed pre-1912||72m|
|Tallington station c1910||72l|
|Thurlby station with F2 class 0-4-2 No. 27, c1906||73u|
|Spalding station with M&GNJR 0-6-0 and several trains, c1906||73l|
|Heckington station, c1910||74u|
|Sleaford station with D2 No. 1304? on passenger train||74l|
|Wainfleet station with Sharp? locomotive and early rolling stock, c1886||75u|
|Spilsby station with dumb buffer John Simpson, Burley and dumb buffer Rother Vale wagons, 1906||75l|
|Legbourne Road station with E2 2-4-0 No. 214 arriving on all stations to Boston train, c1906||76l|
|New Bollingbroke station shortly before its opening in 1913||77u|
|Noth Thoresby station and signalbox with shunting in progress||77l|
|Waddington station, c1908||78u|
|Wragby station c1930||80u|
|Mablethorpe: 7¼ gauge railway with Pacific locomotive Lorna Doone crossing girder bridge||80l|
|Stamford Town station 1906 (coloured postcard)||rcl|
Number 36 (June 2012)
Stanley C. Jenklns and Neil Parkhouse. The Gloucester to Ledbury
The Herefordshire & Gloucestershire Canal had opened in 1798 as far as Ledbury, but did not reach Hereford until 1845. There were many proposals to convert the canal into a railway. Eventually the GWR opted to build a railway beteen Gloucester and Ledbury and the contract for construction went to Appleby & Lawson with William Clarke as engineer who designed the stations. The line was inspected by Colonel Francis H. Rich in July 1885 and opened on 27 July. Until the opening of the line from Cheltenham through Honeybourne and Stratford opened in 1906 the route provided the Great Western with an improved route to the Midlands, In 1947 the collapse of the Strangford Viaduct due to severe floods led to the closure of the railway between Hereford and Gloucester via Ross on Wye and the route via Newent enjoyed six months of extra traffic which was worked with difficulty as the junction at Ledbury faced in the wrong direction. Latterly motive powrer included the 32XX (90XX) class of 4-4-0 and 2251 0-6-0 types
|Dymock station with GWR diesel railcar in carmine & cream livery (Roger Carpenter)||2|
|Hereford & Gloucester Canal at Boyce Court c1947||3|
|Newent Railway plan showing Hereford & Gloucester Canal near Barbers Bridge||4-5|
|Hereford & Gloucester Canal ticket for consignment of coal on 3 January 1859||4|
|Barbers Bridge in March 1965 with railway still in situ and canal bed visible||6|
|Broad Street Newent c1907: all traffic horse-drawn||7|
|Newent station c1913 looking towards Gloucester||8|
|Dymock station c1908 looking towards Gloucester: note flower gardens||9|
|H. Lancaster & Co. traction engine (Garratt BJ 1894) hauling log on trolley in Newent c1914. See also letter from Bill Briggs in Issue 37 p. 70.||10u|
|Newent: daffodils for London hospitals on 8 April 1925: horse drawn wagon to station||10l|
|Dymock station with Gloucester to Ledbury service passenger train arriving hauled by 4-4-0: Brougham & pair in forecourt||11u|
|John Williams (Gloucester coal merchant) sent to station master Newent on 20 June 1936: wagons Nos. 74 & 51 en route||11l|
|Newent Church Street c1920 with bus AD 665 (registration number) owned Davis & Sons, Gloucester||12u|
|Timetable from 26 September 1937: Bristol Omnibus Services: Gloucester to Ledbury via Newent||12l|
|GWR diesel railcar W19W at Newent on 11 July 1959 (W. Potter)||13|
|Gloucester station on 9 July 1919 looking towards Cheltenham||14|
|Gloucester station: approach from west with Standard Goods No. 789 on a freight c1910||15|
|Gloucester: Horton Road engine shed in late 1940s: 57XX No. 8731 identifiable, but many other locomotives||16|
|Over Junction c1930: further views of Over Junction Great Western Railway Journal Nos. 45 and 46||17u|
|Over Junction: Ordnance Survey map 1902 25 inches to mile (reduced)||17l|
|Barbers Bridge station view towards Ledbury on 9 July 1919||18u|
|Barbers Bridge station building looking north on 18 April 1959 (Colin Green)||18l|
|Barbers Bridge station looking south (Joe Moss)||19u|
|Barber's Bridge station: Ordnance Survey map 1903 25 inches to mile (reduced)||19m|
|Barbers Bridge goods yard (Joe Moss)||19l|
|Malwick Halt on 10 July 1959 (R.M. Casserley)||20u|
|Malwick Halt from road with Casserley car on 10 July 1959 (H.C. Casserley)||20l|
|Newent station looking towards Ledbury 9 July 1919||21u|
|Newent station with train approaching c1908||21l|
|Newent station: Ordnance Survey map 1903 25 inches to mile (reduced)||22|
|Newent: Furnace Cross railway bridge c1919||22i|
|Newent station goods yard spring 1959 (Joe Moss)||23u|
|Newent station on 31 August 1960 with Wickham trolley (H.B. Priestley)||23l|
|Newent station goods yard and signal box spring 1959 (Joe Moss)||24u|
|Newent station forecourt with Morris Minor Estate spring 1959 (Joe Moss)||24l|
|Newent station with W19W on 18 April 1959 (Colin Green)||25u|
|Four Oaks Halt looking towards Gloucester 19 July 1959 (P.J. Garland)||25l|
|Dymock c1912 with double track leading to Ledbury (reduced to single during WW1)||26|
|Dymock station staff c1910 with permanent way men (majority of staff also in photograph below)||27u|
|Dymock station staff c1908 without permanent way men, but with ganger or signalman?||27l|
|Dymock station and St. Mary's church c1908||28u|
|Dymock station Ordnance Survey 25 inch may reduced 10%||28m|
|Dymock village from station bridge c1925||28l|
|Dymock goods yard spring 1959 (Joe Moss)||29u|
|Dymock signal box on 19 July 1959 (P.J. Garland)||29l|
|W19W dparting Dymock on 18 April 1959 (Colin Green)||30u|
|Greenway Halt on 19 July 1959 (P.J. Garland)||30l|
|Ledbury Town Halt in 1949||31u|
|Ledbury Town Halt with W19W on 27 June 1959 (Roger Carpenter)||31l|
|Ledbury station from hill above tunnel c1908 with down train composed of six-wheel stock||32u|
|Ledbury station from hill above tunnel in May 1956 with track layout virually unchanged but with fewer wagons||32l|
|Junction at Ledbury with No. 1401 and single auto trailer climbing off branch in May 1956||33|
|Ledbury station looking towards tunnel with No. 1401 and single auto trailer backing into up bay siding in May 1956||34|
|Ledbury station with W19W waiting departure for Gloucester on 18 April 1959||35|
|Ledbury station with W19W waiting alongside goods shed on 11 July 1959||36|
|Ledbury station with 10.35 Hereford to Paddington hauled by No. 6916 Misterton Hall arriving on 12 April 1959 (H.B. Priestley)||37|
|Ledbury; 5205 class 2-8-0T No. 5243 at coaling stage (banker through tunnel) on 11 July 1959 (Bill Potter)*||38|
*confirms that the banker worked bunker first through the tunnel see R.S. Markes letter in Great Western Rly J.
Edward Talbot. Lord Monkswell's Notebooks Part 2:
Book 1 1895-1897. 39-50.
The text consists of transcripts of logs of locomotive performance from observations made from the train or in some cases on the footplate. The logs are relatively skeletal, but show departure times, arrival times, both from the start and finish and some major passing stations to the nearest ½ minute and ¼ mile; the motive power and the number of vehicles and approximate weight of the train:
24/25 July 1895: Euston to Perth: Big Jumbo Eamont Euston to Crewe; Big Jumbo Crewe to Carlisle; Dunalastair C; another of same type Stirling to Perth: load 5 eight-wheeled bogie coaches: average speeds on each leg better than 50 mile/h (54.9 mile/h Crewe to Carlisle)
August 1895: Paddington to Exeter St. Davids: Paddington to Bristol: No. 3028 Wellington; similar locomotive Bristol to Exeter: to Bristol about 190 tons
27 November 1895: Hamburg American Special: Plymouth Harbour to Paddington: Duke No. 3256 Excalibur to Exeter; 4-2-2 No. 3039 Dreadnought to Bristol; 4-2-2 No. 3015 Kennet to Paddington: load 121 tons: 57.5 mile/h Exeter to Bristol and 57.66 mile/h Bristol to Paddington [based on newpaper reports]
|Improved Precedent (Big Jumbo) 2-4-0 No. 271 Minotaur at Manchester London Road||39|
|Dean 7ft 8in single 4-2-2 No. 3051 Stormy Petrrel at Paddington c1900 (Robert Brookman)||40|
|Webb three-cylinder compound Greater Britain class 2-2-2-2 No. 526 Scottish Chief leaving Willesden for Euston (Robert Brookman)||41|
|Webb three-cylinder compound Greater Britain class 2-2-2-2 No. 525 Princess May at Crewe in late 1890s (Robert Brookman)||42|
|Badminton class 4-4-0 No. 3294 Blenheim leaving Teignmouth with up express in 1903 (Robert Brookman)||43|
|Improved Precedent (Big Jumbo) 2-4-0 No. 1683 Sisyphus at Shrewsbury (Robert Brookman)||44|
|Dean 7ft 8in single 4-2-2 No. 3057 Walter Robinson on sea wall at Dawlish with up express c1903 (Robert Brookman)||45|
|Armstrong class 4-4-0 No. 14 Charles Saunders at Westbourne Park c1900 (Robert Brookman)||46u|
|Duke class 4-4-0s Nos. 3277 Earl of Devon and 3255 Cornubia leaving Newton Abbot with down Cornishman c1900 (Robert Brookman)||46l|
|Armstrong class 4-4-0 No. 7 Armstrong at Oxford in 1900 (Robert Brookman)||47|
|Dunalastair 4-4-0 No. 732 at Carlisle||48|
|3031 or Achilles class 4-2-2 No. 3079 Thunderbolt at Taunton c1900 (Robert Brookman)||50|
'Down Postal'. 51.
Tbe 1884 Penistone Accident. Jeffrey Wells
Massey Bromley was one of twenty-four fatalities in the Penistone accident of 16 July 1884: the worst accident on the Manchester, Sheffield & Lincolnshire Railway. Bromley travelled on the train which departed Manchester at 12.30, and was timed to reach London at 17.20. The train comprised the following formation: Sacré 4-4-0 No. 434, horse box, brake van, three carriages, brake van, three more carriages and, finally, another brake van. It was fitted with a continuous brake and was in the charge of driver Samuel Cawood and stoker, John Horne, both Retford men who survived the accident.
According to one report 'As [the train] passed the signal box the right-hand axle-bar of the engine suddenly snapped, and all the carriages leaving the rails, were hurtled over the embankment near to the bridge [carrying the railway over Thurlestone Road], where they were overturned and completely wrecked'. The engine and a single horse box remained upright, although derailed, and travelled some 400 yards tearing up track and sleepers. The accident occurred about 13.30. Massey Bromley was named as killed in the accident, published in a list by the North Eastern Daily Gazette, one day after. He was described as 'engineer, of Victoria Street, Westminster, for many years locomotive superintendent of the Great Eastern Railway'. His body was readily identified by the MS&LR's general manager, R.G. Underdown. The tragedy was compounded by the death of three young children, whose mother escaped with serious injuries. The accident drew crowds of spectators and local police kept order and participated m the removal of the deceased and the despatch of injured passengers. Major Marindin conducted the Board of Trade inquiry into the cause of the accident. and reports of it filled national newspapers during the following weeks, feeding the public with verbatim details of the tragedy. The Lord Mayor of Manchester reeived a telegram of sympathy from Queen Victoria, sent via the Board of Trade. The locomotive, No. 434, had been completed at Gorton Works in December 1877. At the time of the accident it had run 50,776 miles. The crank axle had been mnufactured by Taylor Bros of Leeds and was fitted to No. 434 in May 1883.
Eaton Hall memories. Bill
The Admiralty took over Eaton Hall in late 1942 after the Royal Naval College at Dartmouth had been bombed. Writer joined Eaton Hall in September 1943 as a 13 year old cadet; and returned to Dartmouth in September 1946 and then the War Office took over. Preoccupied by our studies, along with sporting and activities on the River Dee, he was barely aware of the light railway but occasionally saw the Simplex tractor and a train of wagons and the brake van, bringing coal from the exchange sidings at Balderton to the college. The map on page 64 shows that the line crossed the main Chester to Wrexham road (A483) near Belgrave Lodge; there were probably no gates at the crossing. He achieved his first footplate trip on a 2251 Class Collett 0-6-0 shunting the GWR yard at Balderton.
Re the latest Hopwood Collection installment: The GER 2-4-2T on an Up train at Brentwood (p42) was no doubt on a working from Southend (Victoria); it would have been a very curious route from Cambridge!
The C.J. Allen Dinner. Robert
Interesting to see the list of names at the C.J. dinner in the latest RA: additional facts and identities:
Dr I.C. Allen - More notably a distinguished railway photographer with several books to his credit. School friend of Hamilton Ellis.
F.J. Cockman - Author of Railways of Hertfordshire (8896), The railway age in Bedfordshire (8896) and other books.
B.W.C. Cooke - Was also joint organiser of the dinner with Henry Maxwell.
H.C. Creamer - Harold Creamer, RCTS Treasurer.
J.R. Day - Presumably John R Day, author of books about London Transport and overseas railways.
G.J. Flower Gordon Flower, sometime editorial assistant, Railway Magazine.
W. Fowler Possibly W.J. Fowler, publisher and owner of Railway World.
E.J. Froshaug Ran the Norwegian State Railways travel bureau in London.
J.T. Holder Terry Holder, formerly general manager of the RH&DR, subsequently sales manager at lan Allan.
John E. James Sir John James, general manager of the Cargo Fleet Iron Co. and later chairman of the Lancashire Steel Corporation. Supporter of CJ's efforts to introduce manganese in the manufacture of rails.
Desmond Lysaght Probably of John Lysaght the steelmakers. CJ might have had dealings with him in his material buying days with the L&NER.
Lord Monkswell Robert Alfred Collier, author of The Railways Of Great Britain, French Railways and other books.
I.K. MacNaughton Of the Royal Engineers at the time, later Chief Inspecting Officer of Railways at the Ministry of Transport.
K.A.C.R. Nunn More notably a railway photographer.
W.A. Parker Business manager at the Railway Magazine, personal friend of CJ. They had a common interest in church architecture.
P.I. Paton Expert on the LT&SR, secretary of the South East Essex Railway Society, prolific railway photographer and noted eccentric.
R.M. Palmer Stalwart of the East Anglia Railway Museum, one of the few attendees who is still alive (he is now 88).
J.E.L. Skelton Personal friend and correspondent of CJ.
Cyril Smith Vice President RCTS.
John H. Turner John Howard Turner, Civil Engineer BR(SR), later author of the three volume history The London Brighton & South Coast Railway, lecturer on railways, book collector and advisor to the NRM.
Philip Unwin Partner in George, Allen & Unwin (I think he was Sir Stanley Unwin's nephew), railway aficionado and responsible for A&U's railway output.
H.A. Valiance Also deputy editor of the Railway Magazine.
Maj. C.S.M. Walker Trustee of one of the Welsh narrow gauge railways (either Tallylyn or Festiniog) and railway book collector.
Oliver Warner Distinguished naval historian. Perhaps he wandered in by mistake or was a closet gricer. Warner Publishing is a fairly recent outgrowth of the Warner printing business in Bourne.
B.G. Wilson Brian Geoffrey Wilson, railway writer, co-author with John R. Day (qv ante) of Unusual Railways and subsequently editor of Railway World 1960-62.
After writing the above I thought I would look into the Petos. Your author was quite right; Lt-Col. Peto was the grandson of Sir Samuel Morton Peto, the great railway contractor. His full title was Lt-Col. Sir James Michael Peto, 2nd baronet. Born 1894, died 1971. His connection to CJ is unclear.
Now here is something strange. Sir Michael's younger brother (who succeeded him as 3rd Bt) was Christopher Henry Maxwell Peto. He was a brigadier in WW2, was MP for Barnstaple 1945-50 and for North Devon 1950-55. He died 1980.
You will note that Henry Maxwell attended the dinner, and indeed the whole beano was his idea. For one moment I thought 'Henry Maxwell' was a gricing pseudonym for Christopher Peto but the facts don't fit. The internet doesn't help much as there are lots of Henry Maxwells. I have only a few facts. He made a number of contributions to the Railway Magazine, edited The Railway Magazine Miscellany, 1897-1919 (1958: Ottley 136 published Allen & Unwin) and wrote a strange little book of poetry called A Railway Rubaiyyat (1968: Ottley 12702). In the 1950s he was political adviser to ICI. He was also a Pullman enthusiast and was responsible for buying Topaz for the National Collection. He lived at Needham Market in Suffolk. I cannot help thinking that nevertheless there must be some connection with the Petos.
Chesham Goods Yard. John Hill
Photograph of Metropolitan Railway Beyer, Peacock 'A' Class No. 46 retained after electrification shunting in Chesham Goods Yard. Found in old family album. Edwin East in the Trilby type hat on the right of the group of three, was a distant relation of writer's wife, Gwenyth, who was an East. Centre is Mr Finch, the stationmaster. A pencil note on the reverse states that this was 'A train load of Army Huts at Chesham Goods Yard, built by Jesse Mead Ltd'. Edwin was managing director of this firm. They were woodware manufacturers also but of quantity run things, such as beer barrel spills and bungs, tentpegs and poles, flagpoles, spoons and brush handles, the latter for another Chesham firm of brush wakers, Webb's, where Gwenyth's 'grampy' worked putting the bristles in. There was a flag factory also. Plastics killed off the woodware business. The third member of the trip, on the left with flat cap and moustache, was Mead's foreman Mr E. Bayles. Note the brass '6' on the chimney is upside down.
Brian Arman. Robert Sinclair: a forgotten engineer.
Robert Sinclair was born 1 July 1817 in London; educated Charterhouse School, and sent to Scott, Sinclair & Co. of Greenock to serve apprenticeship under his uncle Robert Sinclair. Brian Arman notes that he was a good boss and treated his men in a kindly manner aand was respected for his straight dealings. Text notes the innovative nature of much of Sinclair's work and the livery of No. 284 selected to haul the royal honeymoon couple from London to Wolferton on 10 March 1863: see also letter from Jeff Wells noting contemporary accounts of the post-wedding journey to Wolferton by the Prince and Princess of Wales and from Kevin Jones with illustration from Locomotive Mag., 1905
|Caledonian Eailway Connor 7ft 2in 2-2-2 No. 310A at Carlisle on 12 October 1894||52|
|Great Eastern Railway 0-4-2 No. 1620 in 1872 (originally East Anglian Railway Lion supplied by Sharp in 1848)||53|
|Long boiler 2-4-0 rebuilt by Sinclair (originally supplied Jones & Potts?)||54|
|2-2-2 No. 298 (Kitson locomotive rebuilt by Bromley)||55|
|2-4-0 (unidentified): Sinclair mixed traffic design||56u|
|4-4-0 rebuilt from Sinclair 2-4-0 by Adams No. 412 (originally supplied Schneider & Co.)||56l|
Jack Meatcher. Return to Wantage: the Matthews tram
some tenuous links. 57-62.
See also Issue 26 page 2 et seq and James Matthews who designed the tramway locomotive: No. 6 on the Wantage Tramway.
|Wantage Tramway No. 6 on 10 May 1930 (H.C. Casserley)||57|
|selective enlargement of above||58|
|GB Patent 1429/1879 (10 April 1879)||59|
|selective enlargement of lower part||60|
|Computer enhancement of image in Number 26 p. 12||61|
|Wantage Tramway No. 6 perhaps on arrival on railway||62|
|WTC No. 7? crossing Grove Road, Wantage (coloured postcard)||rc|
Fly Shunted: Mystery... 63 upper
Bunkers Hill cutting: on Blenheim branch in Oxfordshire leading to quarry/cement works (Wikipedia)?
...and valedictory. 63 lower
No. 5914 Ripon Hall hauling freight train approaching Lydney West signal box and road and railway (Lydney Harbour branch) on 6 November 1958.
John Alsop. Wish you were here? Railway postcards of Lincolnshire.
Part 2: Great Central, Joint and minor lines. 64-80; rear cover lower
|Market Rasen station (GCR) pre-1910 interior||64u|
|Scawby & Hibaldstow station with Waleswood wagon||64l|
|Barnetby station c1910 with eastbound passenger train hauled by Class 8B Atlantic No. 263 and 0-6-0 on freight||66u|
|New Holland Pier with Town station and Class 12A 2-4-0 No. 360 on passenger train c1905||67u|
|Pyewipe Road station Grimsby with steam railcar (railmotor) and trailer c1910||68u|
|Grimsby Docks (caption states Dock) station||68l|
|Cleethorpes station with Belpaire boilered 0-6-0 and several trains||69|
|Cleethorpes station with large crowd and Lancashire Derbyshire & East Coast Railway 0-6-2T on excursion||69i|
|Scunthorpe & Frodingham new station and signal box 1928||70|
|Scunthorpe Dawes Lane station (North Lindsey Light Railway) with Manning Wardle 0-6-0ST Cawood WN 1360/1897: see alo letter from David Morton (37-70)||71u|
|Winteringham station (North Lindsey Light Railway) c1907||71l|
|Winterton & Thealby station with 6C Class 0-6-0 on passenger train c1906||72u|
|Whitton station circa opening 1 December 1910||72l|
|GCR 4-4-0 with train of clerestory stock crossing swing bridge over River Trent at Burringham||73u|
|Keadby Scherzer rolling lift bridge when new (fixed since 1956)||73l|
|Stainforth & Keadby Canal and locomotive shed and yard at Keadby||74|
|Crowle station and level crossing||75u|
|Godnow Bridge station (prior to closure in February 1917)||75l|
|Isle of Axholme Joint Railway: Joseph Chamberlain's train at Belton station 1906||76u|
|Isle of Axholme Joint Railway: Epworth station: opening day train 2 January 1905||76m|
|Isle of Axholme Joint Railway: Epworth station just prior to opening||76l|
|Gainsborough Lea Road||77l|
|Saxilby station with class 6B 4-4-0 No. 427 at front of local train||78m|
|Nocton & Dunston station||78l|
|Donington Road station with large GER 0-6-0 on northbound train||79m|
|Boston bridge over River Witham with GNR 2-2-2 hauling train: St Botolphs tower (Boston Stump visible)||80u|
|Edenham station remains c1908 (Edenham & Little Bytham Railway): see also letter from Brian Sullivan in Issue 37 page 70||80l|
|Grimsby Town station (coloured postcard)||rc|
Number 37 (December 2012)
Normally a precis of the editorial is not given, but this concerned a very important discovery of finding an early photograph that much of it is reproduced herein.
With the wealth of information now available in this digital age, coupled with the large number of organisations that are now making the material they hold more readily accessible, research has never been easier in terms of knowing where to look. The hard hours of poring over documents and wading through ancient files still has to be put in, however, but new information is being unearthed, past errors corrected and previously unseen photographs are coming to light. There are many different places to look for the latter of course, not just in old archives but also at collectors fairs and also on the intemet. Whilst buying images from a certain popular internet auction site might seem one of the easiest avenues of research, in point of fact it is not that simple. For a start, there are literally millions of items listed worldwide and whilst you can refine your search down quite quickly using the various categories, there can still be hundreds of lots to wade through at least and you can still be at the mercy of the wording used to describe a particular item by the person listing it. To search railway photographs, for instance, means scrolling through thousands of modern postcard size prints for the odd original 19th century sepia photograph. You can add GWR or similar to your search but if the lister isn't aware of such fineries and many aren't you can miss something good. What this is all leading up to is the stroke of luck involved with the discovery by your editor of the picture which features on page 3 of this issue, which is almost certainly the most important early photograph we have published to date quite a statement as we have featured a few to say the least. Neil takes up the story:
'I search a particular style of photograph, the small carte-de-visite type but even this involves looking through hundreds every day worldwide, the vast majority of which are portraits. About six months ago, however, I noticed one described as 'The Royal Baths, Weymouth'. Although at the time only a very small image was shown on the listings page (a redesign has now seen much larger images presented for the benefit of the prospective bidder), some instinct made me click on it and what came up nearly took my breath away. Quite why the lister seriously thought the interior of Swindon Works looked like a swimming baths I'm not sure but he'd assumed the photographer's address was actually a description of the image! I quickly placed a bid, so he couldn't change the description if some clever clogs told him what it actually was, and then waited patiently the ten days for it to finish. A second last minute covering bid was placed but the CDV was secured 'for a song' .' To cut a long story short, it took Brian Arman's breath away as well and formed the basis for our lead article in this issue. Suffice to say here that, previously, we only had Bourne's engraving on which to base our knowledge of the interior of the works in broad gauge days. Neil Parkhouse & Ian Pope
Brian Arman. Swindon Works 'B' shed: a history in
words and pictures. 2-17.
Includes a general history of Swindon Works from creation at a temporary location in Hay Lane near Wootton Bassett since obliterated by the Motorway and the transfer of these buildings to Swindon in 1843, through their expansion to a huge works employing 16,000, to the current Museum (with future trains serving the town being built with the assistance of foreign technology in a works located in the North of England). The accompanying text notes the effect of the Works upon rural North Wiltshire: the author's own family origins were as blacksmiths from Woottoon Bassett. The name means armourer, but members of the family left to work in Swindon Works. See also in Issue 38 p. 70 for letter by Jeffrey Wells on Joseph Armstrong's funeral and Armstrong page. Another letter from Bill Briggs includes a facsimile reproduction of a quotation from Nasmyth Gaskell & Co. for the supply of machinery. Unfortunately, both this letter and the article spell Nasmyth as Naysmith [sic]: the facsimile employs the correct spelling as does the ODNB..
|Inside Swindon Works (c1864-74): note horizontal boilered donkey engine on traverser and double rise roof. See also letter from Bill Briggs in Issue 38.||2|
|Reverse of carte-de-visite showing photographer: W.H. Fox of Weymouth (see above)||3|
|Newport Street, Swindon post card with caption "ancient cottages" c1895||4|
|Bourne lithograph with Firefly class on manually powered traverser||5|
|plan of 1846 works||6i|
|map/plan of works in BR Western Region days||6-7|
|Swindon Works looking west in 1885 photographed R.H. Bleasdale with mixed gauge and 1813 side tanks; 1076 class 0-6-0STs and Armstrong standard goods||8|
|Inside B shed: 1907 photograph by William Hooper; donkey engine for traverser fitted with vertical boiler: lcomotives mainly 2-4-0 including No. 3202||10|
|Inside B shed: 1907 photograph by William Hooper; 1874 extension: many tenders visible||11u|
|R shop: machine shop||11l|
|B shed c1925 with Dean goods, Bulldogs and pannier tank engines.||12|
|1846 engine shed prior to demolition on 28 October 1929||13|
|Exterior view of B shed and extension in February 1930 with No. 1299 ex South Devon Railway 2-4-0 crane tank ex-South Devon Railway||14u|
|Works during reconstruction on 12 September 1930||14l|
|Bulldog No. 3330 Orion and 57XX No. 6707 receiving intermediate repair in 1935||15u|
|M&SWJR 2-4-0 No. 1334 towards end of heavy repair on 14 May 1938||15m|
|Tender converted for use in weed killing train||15l|
|Pantograph Test Coach: Laboratory Coach No. 6 Prometheus in September 1976 see also inside rear cover||17u|
|Class 108 DMU in white with blue stripe livery in September 1975: see also Backtrack, 2012, 26, 593.||17l|
|DMU in black? livery outside 19 Shop on traverser in October 1976 (colour)||ircu|
|Pantograph Test Coach: Laboratory Coach No. 6 Prometheus in October1976 (colour)||ircl|
Allan C. Baker and Mike G. Fell. The railway
through Uttoxeter. 18-54.
The North Staffordshire Railway opened to Uttoxeter on 7 August 1848 on what was in effect a branch to Stoke-upon-Trent off its Churnet Valley line from Macclesfield to a junction with the Midland Railway to provide access to Derby. Most of the Churnet Valley line was closed from 1960, but there are still trains between Stoke and Derby. See also letter from Paul Brown in Issue 38 p. 70.
|Uttoxeter station with train off Churnet Valley line hauled by Class A 2-4-2T No. 40, c1905||18|
|Uttoxeter station with Churnet Valley line as orientated above, but with upper quadrant signals in 1951||19|
|Field Marshall Sir John Lintorn Arabin Simmons: See also letter from Bill Briggs (38 p, 70) who atrtributes cartoon to SPY rather than APE||20u|
|Plan (outline) of junctions||20l|
|Aerial view looking west with Bamford's agricultural machinery and milk factories||21|
|Uttoxeter Dove Bank station wth A class 2-4-0T No. 6: c1880||22u|
|Site of Uttoxeter Dove Bank station on 3 June 1933 (J.R. Hollick)||22l|
|Uttoxeter main line platforms c1900 with nameboard change for Stafford and Buxton||23|
|Portrait Major Francis Arthur Marindin||24u|
|Map: Uttoxeter station and junctions||24-5|
|LNER J5 0-6-0 at Uttoxeter station with Stafford to Derby passenger train on 2 April 1932||25|
|Uttoxeter engine shed with standard 3F 0-6-0T in late 1950s||26|
|NSR G Class 4-4-0 as LMS No. 5410 on Uttoxeter shed on 11 July 1928||27u|
|Uttoxeter engine shed: Class 4 2-6-4Ts (Stanier & Fowler) inside; 2P 4-4-0 and 4F 0-6-0 outside||27l|
|Fowler Class 4 2-6-4T No. 2369 with train for Churnet Valley line: Tommy Swann & Fred Hough on footplate||28u|
|Plan: Uttoxeter motive power depot September 1952||28l|
|Station master Thomas Mellor with wife Emma on Uttoxeter station (from Picturesque Staffordshire NSR)||29|
|Station master Thomas Mellor with staff c1905||30u|
|Station master Thomas Brown (photographed in a Leek studio)||30l|
|Derby to Crewe express hauled by 2-4-0 No. 39 departing Uttoxeter: shunting horse and horse box||32u|
|Great Northern Railway Stafford to Nottingham timetable: April 1884||32l|
|Uttoxeter goods yard with Bamfords works and St Mary's church behind c1910: Ruabon Coal & Coke Co. wagons||34u|
|Eckersley Bros Coal Factors Uttoxeter 12-ton coal wagon built Midland Railway Carriage & Wagon Co., 1924||34l|
|LMS 3F 0-6-0 No. 3225 on main line freight c1932||35u|
|Prince of Wales 4-6-0 No. 5670 Albion on milk train in up Churnet Valley platform in December 1930||35l|
|L class 0-6-2T No. 2257 shunting milk traffic tanks at Uttoxeter in 1935||36|
|Pinfold Crossing signal box on 30 March 1968||37u|
|Pinfold Crossing signal box NSR signalling diagram||37l|
|Hockley Crossing signal box NSR signalling diagram||38u|
|Hockley Crossing signal box on 30 March 1968||38um|
|Uttoxeter West Junction signal box NSR signalling diagram||38lm|
|Uttoxeter West Junction signal box c1960||38l|
|Uttoxeter East Junction signal box c1960||39u|
|Uttoxeter East Junction signal box NSR signalling diagram||39m|
|Uttoxeter East Junction signal box looking east on 3 June 1967||39l|
|Uttoxeter North Junction signal box NSR signalling diagram||40u|
|Uttoxeter North Junction signal box looking north in April 1959||40l|
|Diagram of trains involved in accident on 27 July 1892||41u|
|Telescoped vehicles involved in accident at Uttoxeter on 11 October 1890||41m|
|NSR C class 2-4-0 No. 14 after accident at Uttoxeter on 11 October 1890||41l|
|4P Compound No. 1117 on Crewe to Nottingham train at Uttoxeter on 2 April 1932||43|
|Handbill Through Express Service Cromer, Yarmouth, etc to Manchester/Liverpool from 3 June 1927||44|
|Stanier 2-6-4T No. 2665 with Up train in Churnet Valley line platform on 22 May 1949||45|
|Fowler 2-6-4T with Up train in Churnet Valley line platform in 1950s||46u|
|Notice dicontinuance of Macclesfield to Uttoxeter service via Leek from 7 November 1960||46l|
|Fowler 2-6-4T No. 42315 awaiting departure for Churnet Valley line on 27 February 1949||47u|
|West end of Uttoxeter station seen from road bridge on 17 August 1955 with milk tank wagons and class 5 4-6-0 and Stanier 2-6-4T||47l|
|15.44 ex-Macclesfield hauled by Fowler 2-6-4T No. 42381 on 9 April 1960||48u|
|Train for Leek hauled by Fowler 2-6-4T No. 42378 on 5 August 1961||48l|
|Two Birmingham Carriage & Wagon Co. two-car DMUs forming 18.07 Derby to Crewe service on 19 August 1961 at Pinfold Crossing||49|
|Cravens 3-car DMU near Uttoxeter East Junction with Crewe to Derby service on 30 March 1968||50u|
|BRC&W 3-car DMU at Uttoxeter on 12 August 1978 on 15.20 ex-Crewe||50l|
|Hockley Crossing with lifting barriers on 4 April 1980||51u|
|Pinfold Crossing looking towards Derby on 4 April 1980: sidings since abolished||51l|
Edward Talbot. Lord Monkswell's Notebooks Part 3: Book 1 Lord Monkswell's
Notebooks Pt 3: Book 1, 1897. 55-69
Begins with an examination of the friction and wear of slide valves. Then specific journeys:
14 April 1897: footplate journey from Loch Awe to Luib on Caledonian Railway 4-4-0 No. 80 (noted severity of route in terms of gradients and curvature, scenery, ride, firing and lubricant vegetable oil used in sight-feed lubricator; later on same day travelled on footplate of No. 119 Loch Insh from Grantown to Dunphail where he noted the stiffness of the regulator, the driver keeping water level in the boiler low when travelling downhill (to keep weight off the bogie), and the less smooth running (possibly due to the outside cylinders): on 20 April travelled again on footplate of No. 119 Loch Insh between Grantown and Kingussie in about 22 minutes.
21 April 1897: journey from Edinburgh to Euston behind CR 4-4-0 No. 730 to Carlisle; behind 2-4-0 Woodlark and 1531 to Tebay, thence behind No. Hampden [sic: see photograph and caption on page 57] as far as Preston then assisted by another 2-4-0 to Preston; and from Crewe to Euston behind No. 1304 Jeannie Deans: at Euston the driver commented on the removal of the tail rods which he considered was detrimental to the appearance.
4 June 1897: Paddington to Swindon behind 4-2-2 Wigmore Castle
8 June 1897: Swindon to Paddington behind 4-2-2 Corsair
12 June 1897: St Pancras to Wellingborough behind 4-2-2 when speed of 75 mile/h achieved
12 June 1897: Kettering to St Pancras behind 4-4-0 No. 1745 (with pilot to Luton)
19 June 1897: King's Cross to Grantham 4-2-2 No. 3
19 June 1897: Grantham to King's Cross behind 4-2-2 No. 60 when speed down hill towards Peterborough reached nearly 80 mil/h, but "after this the run was ruined by about 10 slacks and one long stop"
26 June 1897: Southampton Docks to Vauxhall behind Adams 4-4-0 No. 589 at average of 40 mile/h with heavy train
[June 1897] Note that Iron Duke restarted its train on Camden Bank at Incline box with load = 20½
14/15 July 1897: Euston (depart 23.52) to Glasgow: vermillion Greater Britain to Crewe (average speed 51¾ mile/h); two locomotives Crewe to Carlisle: CR Dunalastair 4-4-0 No. 735 with Monkswell on the footplate
|Highland Railway Loch class 4-4-0 No. 127 Loch Garry||56|
|Webb Large Jumbo No. 1532 Hampden with double chimney||57|
|Webb Teutonic 2-2-2-0 No. 1303 Pacific on turntable at south end of Shrewsbury station on 14 November 1893||58|
|Webb Teutonic 2-2-2-0 No. 1304 Jeannie Deans with cut back front end with down Corridor on Bushey troughs||59u|
|Webb Teutonic 2-2-2-0 No. 1302 Oceanic on Coleham shed, Shrewsbury, in early 1900s (P.W. Pilcher)||59l|
|Webb Teutonic 2-2-2-0 No. 1301 Teutonic outside works at Upperby, Carlisle||60u|
|Webb Teutonic 2-2-2-0 No. 1307 Coptic on arrival at Euston with up express (Robert Brookman)||60l|
|MR Johnson 4-4-0 No. 155 at St. Pancras c1900 (Robert Brookman)||61|
|Webb four-cylinder simple 4-4-0 No. 1501 Iron Duke||62|
|Webb four-cylinder compound 4-4-0 with double chimney No. 1502 Black Prince in workshop condition at Manchester London Road in 1897||63|
|Webb 2-2-2-2 No. 2053 Great Britain in red livery as depicted in Cotterell and Wilkinson London and North-Western locomotives published Holland Company, Birmingham||64|
|Improved Precedent 2-4-0 No. 401 Zeno||65|
|Improved Precedent 2-4-0 No. 2184 Reynard at Euston on down express c1900 (Robert Brookman)||66|
|GWR 4-2-2 No. 3030 Westward Ho leaving Parson's Tunnel on down local||67|
|MR 4-2-2 No. 1870 at St Pancras station c1900: see letter from Michael Hardy (Issue 38 p. 70) who objects to caption||69|
'Down Postal'. 70
More on Cawood. David
This Manning Wardle locomotive had an interesting history and at one time it did work for Logan & Hemingway, as stated in John Alsop's caption to his postcard view. However, this was after the building of the North Lindsey Light Railway and Logan & Hemingway were not the contractors for the NLLR. Cawood (Manning Wardle WN 1360) was despatched from the maker's on 31 March 1897, ordered by the Yorkshire Railway Wagon Co. Ltd for working the Cawood, Wistow & Selby Light Railway, hence the name given to the engine. The CW&SLR was officially opened in February 1898, and Cawood and a pair of carriages were hired by the Yorkshire Wagon Co. Ltd to the railway company for a rental payment of £203 5s 0d per annum for a period of seven years. In the event, the NER, who provided the remainder of the rolling stock, took ove rthe CW&SLR in January 1900, and the locomotive and carriages were sold to the Yorkshire District Light Railway Syndicate in July 190 I. The latter organisation was responsible for the construction of the Goole & Marshland and Isle of Axholme Light railways between 1898 and 1905, employing a collection of seven Manning Wardle engines. Five such were offered for sale in October 1904 and the Leeds Contract Co, obtained three of these, all six-coupled saddle tanks, Cawood, Epworth (WN 1488/1900) and Bletcher (WN 318/1870).
The Leeds Contact Co. promoted, financed and constructed the lines of the North Lindsey Light Railway, commencing with the section from Scunthorpe to Winteringham (opened in July 1907) and ending with the extension from Winteringham to Whitton, the latter opened in December 1910. The trio of Manning Wardle 0-6-0STs was being offered for sale in August 1907 but all three remained with the Leeds Contract Co. for the building of the Whitton portion of the NLLR and were again put up for sale in November 1910. One of the three, either Cawood or Epworth was still for sale in February 1913 but in the end all three were bought by Logan & Hemingway. Logan & Hemingway numbered Cawood as plain No. 6 and used it on at least two of their contracts -on the Frodingham deviation and Keadby swing bridge(1911-14),and at the huge Gretna munitions factory built for the Ministry of Munitions during the First World War. The engine was probably requisitioned by the MoM in about 1916 and remained at Gretna until after the war, when it was sold in about 1919 to Frodingham Ironstone Mines Ltd, thus returning to the scene of its earlier labours. A short interlude on hire to Caffin & Co. Ltd followed in 1926-28, while Caffins were carrying out excavation work for the building of an enlarged Scunthorpe station for the L&NER but after this the Manning Wardle disappeared, probably broken up early in the 1930s and fed into the Scunthorpe steel furnaces.
A link worth noting between many of the Yorkshire and Lincolnshire light railways lay in the figure and personality of Sebastian William Meyer. He was variously general manager, director, secretary, promoter or principal of the Goole & Marshland, Isle of Axholme, Deame Valley, North Lindsey, Brackenhill, CW&SL and North Sunderland railways. Meyer was secretary, and then managing director, of the East & West Yorkshire Union Railways and the principal partner in both the Yorkshire District Light Railway Syndicate and the Leeds Contract Co.; and where Sebastian Meyer went, his younger brother Philip usually followed. Sebastian Meyer certainly earned the soubriquet 'Light Railway King of the North', so aptly given him in the title of the book written by A.L. Bamett, wherein the details of his extraordinary career can be found. This was published by the R&CHS in 1992. Meyer clearly also had a distinct liking for Manning Wardle locomotives.
Stroudley on the E&LBR Brian
The final photograph of John Alsop's Railway Postcards of Lincolnshire Part 2 shows a rarity, the Edenham & Little Bytham Railway. Writer came across this line whilst researching the M&GNJR and there is an interesting point, given in John Rhodes The Midland & Great Northern Joint Railway, that refers to this line. When the line opened in December 1857, William Stroudley was a fitter with the GNR at Peterborough. Lord Willoughby, who built the line, wrote to the directors of the GNR asking for a man to take charge of his railway. Stroudley applied, was accepted and became platelayer, driver and General Manager of the line! No doubt an excellent grounding for his future career with the LB&SCR. See letter from David Murton in Issue 38
Royal Train to Wolverton 1863. Jeff
Special train conveying the Prince of Wales and Princess Alexandra to Wolverton, Norfolk, after their wedding on 10 March 1863. The following account extracted from Daily News, 30 March 1863.
Their Royal Highnesses left Windsor Castle shortly before noon on 27th March, and left the Metropolis by way of the Great Eastem Railway's station at Bishopgate. The special train, consisting of the royal saloen and some first and second class carriages, departed a few minutes after I pm and arrived at Lynn a few minutes after 4pm:
'Mr Sinclair, the company's engineer, had charge of the engine; Mr Lowe, the chairman of the Great Eastern Railway, Mr Owen, the secretary, Mr Robinson, the superintendent and other officials were in attendance'.
The special made its first stop at Bishop Stortford and, after a few minutes, proceeded to Cambridge, at which 'a most beautiful display was made; the corporation and the heads of the college were in attendance, and a large company was assembled on the platform', At Ely, a similar celebration of the royal nuptial occurred on a smaller scale. At Lynn. there was also an 'animated scene a/flags and streamers waved in all directions', the station and its approaches thronged with thousands of people. Much cheering, the playing of music and the firing of cannon accompanied the train's departure for the neighbouring station of Wolverton, 'some seven or eight miles from Lynn'.
The royal couple arrived at Wolverton at 4.15pm, to find the station and surroundings decorated with flags and evergreens, and with triumphal arches spanning roads. From Wolverton, the newly-weds travelled by road to Sandringham Hall, a distance of three miles. The Great Eastern Railway had fittingly played its part in the nuptial event that had created a national holiday throughout the United Kingdom.
Postscript: Bishopgate station opened on 2 July 1846, renamed from Shoreditch. which was opened by the Eastern Counties Railway on 1 July 1840. Liverpool Street station opened on 2 February 1874. Wolverton station changed its name to Wolferton 15 July 1863.
Sinclair 2-2-2 No. 88. Kevin P.
I chanced upon the photograph, below, in the Locomotive Magazine for 15th October 1905. p.172, along with the following description: 'Photograph supplied by G. Macallan (inventor of the enlarging variable blast·pipe) showing staff of Cambridge station on the GER in 1870, witli typical rolling stock of the period. The locomotive shown was one of six ordered from Schneider & Cie. of Creusot, five of which were delivered in 1866, while one, No. 87, was sent to the Paris Exhibition and was not delivered until 1868, being afterwards used for several years for working Royal trains. Schneiders' tender for the supply of these engines was £2,498 each, considerably lower than any of the British firms competing. The specification was, however, of a rigid character, Krupp steel being used for the engine axles, tyres, piston and valve spindle rods. As shown in the illustration the original Sinclair chimney had been replaced by Mr Johnson's pattern. and the continuous footboard and handrail had been removed from the tender. It will be seen that the engine and carriage were fitted with G. Spencer's original india rubber ousiliar: springs, an arrangement that is even now applied and is found to lead to easy running anddiminished cost of repairs to road and rolling stock. They were designed in 1865 by Mr W.H. Maw, now of Engineering, who at that time was chief draughtsman under the instructions of Mr Robert Sinclair, the locomotive and way and works engineer of the Great Eastern. Railway. Illustration shows 2-2·2 No. 88. The reference to the rubber springs isespecially interesting and one which KPJ should return to before it is too late.
The Garrett engine at Newent. Bill
Photograph of H. Lancaster & Co's Garrett engine (RA36, p.l0) at Newent. The engine was not a traction engine but a steam tractor (being under the five ton weight limit), No. 32029, new on 15 March 1914 and a superheated compound. The superheater was fitted in the flat topped smokebox extension and was a feature of doubtful advantage. Superheating was beneficial where the engine worked under constant loads but this was not the case with road engines. At an unknown date, Lancaster sold the engine to Thomas Walker & Sons Ltd, engineers of Tewkesbury, who were famous as manufacturers of fairground rides. They also did engine repairs and some trading in engines, as in this case, for in 1921, the superheater was removed from No. 32029 and the engine then sold to H. Charlton of Shelsley Walsh, Worcestershire, Circa 1927, the engine was sold to Robert W. Roberts of Abergele, Denbighshire and. by 1929, was with David Davies of Llangerniew, Denbighshire, who last licensed it in 1943. The ownership details above are all from the records of the late Alan Duke, now held by The Road Locomotive Society.
John Alsop. Wish you were here? Railway postcards
of Bernard W. Groom. 71-80
Bernard Wren Groom was born June 1891 qnd operated from his father's (Philip H. Groom) stationer's shop in 22 Trumpington Street Cambridge. A liat of photographs known is included, including one of M&GNR 4-4-0 at Cromer Beach station which is in too poor condition to print. On page 73 there is a listing of the postcards and a correction by the author in Issue 38 p. 70.
|D56 4-4-0 leaving Cambridge with up express: view taken from Hills Road bridge||71|
|Y65 2-4-2T between Barnwell and Fordham on Mildenhall branch||72u|
|T19 4-4-0 at5 Coldham Lane Junction with horserace special for Newmarket||72l|
|S69 (1500) bclass 4-6-0 No. 1504 on turntable at Cambridge||74u|
|D1 class (1321) No. 50 on 14.45 King's Cross to Bradford express passing Holloway and Caledonian Road||74l|
|A3 class 4-2-2 No. 221 leaving Hadley Wood tunnel||75u|
|C1 class 4-4-2 No. 253 departs Cambridge with up express: LNWR engine shed behind.||75l|
|A5 class 4-2-2 No. 264 near turntable at GNR engine shed in Cambridge.||76u|
|Large Atlantic No, 263 passing Holloway and Caledonian Road with down express.||76m|
|K1 Long Tom 0-8-0 No. 417 leaving Wood Green tunnel on up freight (slow line).||76l|
|GNR 4-4-0 No. 1398 at GNR engine shed in Cambridge.||77u|
|Large Atlantic No. 1400 at south end of Cambridge station.||77l|
|Large Atlantic No. 1440 on up stopping service awaiting departure at Cambridge.||78u|
|Large Atlantic No. 1451 on up express on curve beyond Shepreth Branch Junction.||78l|
|N1 0-6-2T No. 1553 departing Enfield for Moorgate c1910||79u|
|Bill Bailey (1400 class) on cattle train on viaduct at Old Colwyn||79m|
|Renown class 4-4-0 entering Aber with passenger train||79l|
|Adams 4-4-0 No. 477 on passenger train on Swanage branch c1912||80u|
|MR 4-4-0 No. 537 and 4-2-2 leaving Bedford with down express leaving Bedford||80m|
|NSR 2-4-0 No. 54 on down train from Derby to Llandudno on viaduct at Old Colwyn||80l|
Number 38 (March 2013)
Peter Treloar. British Atlantic locomotives. 2-18
|LNER C1 class No. 1459 on Harrogate Pullman c1924||2|
|Preserved C2 class No. 990 Henry Oakley at King's Cross on Plant Centenarian in 1953||3|
|GNR 990 class No. 950 on three coach Sheffield express passing Hadley Wood pre-1914||4u|
|Ivatt experimental 4-cylinder 4-4-2 with Walschaerts valve gear No. 271||4l|
|No. 271 rebuilt with two inside cylinders as LNER No. 3271||5u|
|Ivatt No. 1449 leaving Euston in 1909||5m|
|C1 No. 3276 with another C1 leaving King's Cross||5l|
|Gresley rebuild with four cylinders No. 3279 on express at Woolmer Green?||6u|
|Booster-fitted No. 4419 on express near Hitchin?||6l|
|Ivatt 4-cylinder compound No. 292 (Workshop grey)||7u|
|Vulcan Foundry 4-cylinder compound No. 1300 (Vulcan Foundry publicity card)||7m|
|Ivatt 4-cylinder compound No. 1421||7l|
|Worsdell V class No. 532||8u|
|Worsdell V class as LNER C6 class No. 705 with Ross pop safety valves||8l|
|Walter M. Smith 3-cylinder comound with Walschaerts valve gear and Belpaire boiler No. 731||9u|
|Raven Z class as modified with ACFI feed water heater as LNER C7 class No. 2206||9m|
|Raven Atlantic modified with Stumpf Uniflow cylinders as LNER No. 2212 at York||9l|
|Rebuilt Z class: C9 4-4-4-4 No, 2171 fitted with bogie booster||10u|
|Rebuilt Z class: C7/2 with Lentz rotary cam valve gear No. 732||10l|
|NBR No. 510 The Lord Provost in Edinburgh Waverley||11u|
|NBR as LNER No. 9901 St. Jounston assisted by 4-4-0||11l|
|GCR No. 362||12|
|GCR No. 1090 as rebuilt with three cylinders||13u|
|GCR three-cylinder compound as LNER Class C5 No. 5365 Sir William Pollitt||13l|
|LBSCR Marsh Atlantic No. 39 La France under high voltage catenary||14u|
|H2 Atlantic No. 424||14l|
|L&YR Highflyer No. 711 in original condition||15u|
|L&YR Highflyer as LMS No. 10320 with outside bearings on trailing axle||15l|
|GWR de Glehn 4-cylinder compound No. 102 La France with up four coach Birmingham express||16|
|GWR de Glehn 4-cylinder compound No. 102 La France with Swindon boiler||17u|
|GWR 4-4-2 No. 171 Albion||17m|
|GWR 4-4-2 No. 181 Ivanhoe in photographic grey livery||17l|
|GWR de Glehn 4-cylinder compound No. 104 Alliance at Birmingham Snow Hill||18u|
|GWR de Glehn 4-cylinder compound No. 104 Alliance at Kensall Green with short express||18m|
|GWR 4-cylinder 4-4-2 No. 40 North Star||18l|
Nick Deacon. 'The Blocks' at Barleith: life in a Scottish railway
community. 19-37; including an Appendix: Sheila Abercrombie's memories (pp.
Most locomotive enthusiasts will associate the depot south of Kilmarnock as "Hurlford" which had been built by the Glasgow & South Western Railway to replace one on a highly congested site near Kilmarnock railway station. The new motive power depot was built alongside the Darvel branch line beyond the juction with the main line southwards. To increase staff efficiency the Company built model housing beyond the depot and near Barlieth Farm. In many respects the dwellings were comparable with that provided by the military for wives and families: up to eleven could be accommodated within two rooms and have to share a lavatory with another family. Communal wash house facilities and allotments were provided and this led to community spirit.
Brian Arman. The H.L. Hopwood Collection 1902-1926. Part 15: The Brecon
& Merthyr and Neath & Brecon Railways. 38-46
Both lines had limited financial resources and both were steeply graded: the BMR's Seven Mile Bank was notorious and was the scene of a terrible runaway on 2 December 1878 when four enginemen were killed (the train was being braked by three locomotives and a guards van): this incident is not illustrated. Services over the Neath & Brecon Railway were worked between Swansea and Hereford by the Midland Railway: the agreement ended at the end of 1930 when the trains from Brecon were diverted to Neath. Both Welsh railways painted their locomotives in a deep red livery.
Brecon & Merthyr Railway 0-6-0ST No. 31 with 4 coach close-coupled set of four-wheeel coaches at Newport High Street on 31 July 1905
Brecon & Merthyr Railway 0-6-0ST No. 31 at Newport High Street on 31 July 1905
Brecon & Merthyr Railway 0-6-0ST No. 18 at Newport High Street on 24 July 1905
Brecon & Merthyr Railway 2-4-0T No. 25 at Newport High Street on 2 August 1905
Great Western Railway 517 Class 0-4-2T No. 845 at Newport High Street on 2 August 1905
Duke class 4-4-0 No. 3280 Falmouth at Newport High Street on 2 August 1905
Badminton class 4-4-0 No. 3296 Cambria at Newport High Street on 2 August 1905
Atbara class 4-4-0 No. 3402 Halifax on up London express at Newport High Street on 2 August 1905
Brecon & Merthyr Railway 0-6-0ST No. 24 at Bassaleg on 28 July 1905
Brecon & Merthyr Railway 0-6-0ST No. 28 piloting a Class 9 2-4-0T at Bassaleg on 28 July 1905
GWR 645 Class (1501 Class) 0-6-0ST No. 1512 on passenger train at Bassaleg (GWR) on 28 July 1905
Neath & Brecon Railway 0-6-0ST No. 1 alongside Neath shed on 25 April 1910
Neath & Brecon Railway 2-4-0T No. 6
Note dates given as 2 August may have been 31 July
Edward Talbot. Lord Monkswell's Notebooks Part 4: 1898. 47-54
These are extremely difficult to precis: much more so than by later recorders, because the diary entries in many cases are very brief and the danger of system noise is considerable. Thus his lordship seems to swan about the country, sometimes makes recordings from trains (quite frequently on railways which have long ceased to exist such as the Caledonian route from Perth to Aberdeen) and sometimes from locomotives. Trains were relatively light, but contained more axles. Single-driver locomotives were relatively common, notably on the GWR and GNR. Sometimes he includes journeys which involved several locomotives as in the case of the 10.00 from King's Cross to Edinburgh.
Great Western Railway
26 January 1898: Paddington to Swindon: 8 eight-wheelers: 4-2-2 No, 3022 Rougemount: 52.75 mile/h
28 January 1898: Swindon to Paddington 8 eight-wheelers plus one six-wheel: 4-2-2 No. 3053 Sir Francis Drake: 51.25 mile/h
17 January 1898: Carstairs to Carlisle: 9 eight-wheelers plus one six-wheel van (including 3 sleeping cars): No, 113: 51.3 mile/h
Great Western Railway
7 May 1898: Paddington to Exeter St. Davids : load/s not given, but 4-2-2 No, 3007 Dragon to Bristol; No. 3010 Fire King to Exeter with pilot up Wellington Bank: average of 67.7 over 16 miles on Exeter side of Whiteball summit
London & South Western Railway
7 May 1898: Exeter St Davids to Okehampton with 6 eight-wheeled coaches: Adams 6ft 7in 4-4-0 No, 560 38.5 mile/h
No. 381 Okehampton to Launceston which attained 55 mile/h in places and crew exchanged tablets at 25 mile/h
Adams 7ft 4-4-0 No. 679 9 eight-wheelers plus one six-wheel: Salisbury to Vauxhall 47.75 mile/h 31 April 1898
16 May 1898
Okehampton to Exeter
Neil Parkhouse. The IRA attack on the viaducts at Ballyvoile. 55-66.
Majority of photographs taken by Edmund Keohan, a Dungarvan photographer. The Ballyvoile or Ballyvoyle railway viaduct is/was on the Fishguard & Rosslare Railway & Harbour Company's route from Rosslare to Fermoy via Waterford. Includes a short description of the development of railways between Rosslare and Waterford, funded in part by the Great Western Railway: most of the lines are now closed or mothballed. During the Irish Civil War the railway viaduct at Ballyvoile (sometimes spelt Ballyvoyle) was blown up by the Irish Republican Army on 5 August 1922. A road bridge crossing the same ravine was also damaged at the same time. Quick remedial action saved the road bridge, but the stone railway viaduct gradually collapsed. Further guerilla action led to a ballast train being sent down onto the missing viaduct on 20-1 January 1923: this led to the destruction of the locomative and some of the train. Illustrations:
|Ballyvoile bridges c1910||55|
|Fishguard & Rosslare Railways and Harbour Company dividend payment (facsim)||56|
|Ballyvoile railway bridge looking south on 13 August 1922||57|
|Ballyvoile road bridge 11 August 1922||58u|
|Ballyvoile railway bridge on 1 September 1922 (most had collapsed)||58l|
|Ballyvoile railway bridge on 31 January 1923 following hi-jack of ballast train and release down hill onto gap||59|
|Wreck of ballast train with 101 Class 0-6-0 No. 189 lying below viaduct abutment on 31 January 1923||60|
|Start of works for replacement railway viaduct on 4 November 1923||61u|
|Completed piers of replacement railway viaduct (early 1924)||61l|
|Completed piers of replacement railway viaduct (early 1924) but after works crane removed from site||62u|
|Nearly complete railway viaduct with final girder supported by completed girders on 28 May 1924||62l|
|Looking west across site with girders being prepared for installation on piers on 16 March 1924||63|
|Road bridge at Ballyvoile with bracing struts in place||64u|
|Road bridge at Ballyvoile at break showing construction and inspection?||64m|
|Road bridge at Ballyvoile with timber centring in place and repair works in progress in July 1923||64l|
|Mallow to Rosslare train hauled K1 Maunsell 2-6-0 crossing replacement Ballyvoile viaduct||65u|
|Class 101 and short passenger train crossing replacement Ballyvoile viaduct on 24 June 1924||65l|
|CIE weedkilling train crossing replacement Ballyvoile viaduct in 1986||66u|
|Ballyvoile viaduct in 2012||66l|
Accident at Slough Station 16th June 1900. 67-9.
The 13.15 Paddington to Falmouth express hauled by 4-2-2 No. 3015 Kennet ran into the rear of the crowde 13.05 Paddington to Windsor train at Slough. This caused five deaths and thirty serious injuries. There were several contributory minor factors, but the main cause was that Driver Henry Woodman failed to observe signals at danger at Dolphin Junction and the distant signal at Slough East. He had been on duty for over eight hours and would normally have expected a clear road, but the preceding train had started late due to extra carriages being added to accommodate race traffic to Windsor. It was the fireman who instigated braking. The driver was sent to Reading Assises for manslaughter but was acquitted. The accidant was lessened by the driver of the Windsor train releasing the brakes and by the shots of the signalman to warn people on the platform to stand clear. The accident led to the Automatic Train Control being developed by the GWR. The two photographs show the damage to the rear vehicles of the Windsor train.
'Down Postal'. 70.
Highland Railway Archives. Richard
Re the letter from Bill Briggs in RA35, it is many years since the Highland Archives were located in Kinmylies. They are now in a new state of the art purpose built building, the address and contact details for which are: Highland Archive & Registration Centre, Bught Road, Inverness, IV3 5SS. TEL: 01463256444; EMAIL: email@example.com; WEB: http://www.highlandarchives.org.uklharc.asp
Swindon Gas Works update. Justin
As an addendum to article on the GWR Gas Works at Swindon in RA23, the last vestige of the plant, No. 5 gas holder, was in an advanced stage of demolition on 9th September 2012. The holder itself had been reduced to piles of scrap, though the pit it sat in was intact on this date.
Swindon 'B' Shed . Bill
Traverser at Swindon Works: writer would like to know the make of what was describe as 'the donkey engine', as it greatly resembles an early portable engine In the text, Brian Arman refers to the supply of planing and drilling machines by Naysmith [sic] & Co.: appended facsimile from Nasmyth, Gaskell to Gooch of a quotation for machinery. The original was found some years ago by a friend who noticed it in waste paper on its way to destruction. Finally, is not the cartoon of Field Marshall Sir John Lintorn Arabin Simmons on p20 by SPY and not APE? Spy was the pen name of Sir Leslie Matthew Ward (1851-1922) who succeeded Ape in 1873. ,
Joseph Armstrong. Jeffrey
Details of Joseph Armstrong's funeral throw further light. Berrow's Worcester Journal, of 16 June 1877, on the occasion of his funeral, from which the following is an abridged version. To begin with, a list of Armstrong's involvement in academic and civic affairs: Member of the Institution of Civil Engineers; Member of the Institution of Mechanical Engineers; President of the GWR Enginemen & Firemen's Society; Chairman of the Swindon Local Board and the Swindon Commisioners; President of the Mechanic's Institute; Director of the Swindon Water Works Company; Principal Promoter of the Swindon Cottage Hospital. 'Few men ever rose from a comparatively humble position to one more important than that held by Mr Annstrong, few ever laboured so hard and unceasingly in the interests of employers and employed than he did, and few have died more universally and deservedly respected' .
Joseph Arrnstrong was born 21 September 1816, at Newburn, Northumberland. He died on 5 June 1877. The funeral took place on Saturday, 9 June 1877. On that day, shortly after one o'clock, a broad gauge special train of nine carriages arrived at Swindon, bringing company directors and a large number of employees, from Paddington. From Swindon station, a long procession proceeded to Newburn House where the velvet-draped coffin lay in the large entrance hall. It was bedecked with flowers. On leaving Newburn House, the hearse took the one mile route to St. Mark's Church. A number of GWR directors, headed by Sir Daniel Gooch, six hundred other railway officials, plus representatives from other railway companies, formed part of the cortege. In the churchyard, a large body of people stood waiting for the arrival of the hearse. Fonning a guard of honour were 170 members of the 11th Wiltshire Rifle Volunteers. On that solemn day, Swindon Works closed. Tradesmen and shopkeepers closed their premises between one and three o'clock in the afternoon. The actual demise of the man is encapsulated in the final words of the newspaper's account: 'We may add that only recently, at the earnest request of numerous friends and the directors of the company, Mr Armstrong consented to take three months' leave of absence, with a view to the restoration of his health, the breaking down of which had become apparent to many. On the advice of his medical men, he went to Dr Smedley's hydropathic establishment at Matlock Bath, but no sooner arrived there than new and alarming symptoms set in, all lending in the direction of a softening of the brain'.
The Editor's nadir. Michael
The writer of the captionl to photograph of beautiful Midland Single on p69 RA37 used the negative word 'nadir' to describe the standard of design of machines such as this in error and was looking instead for 'apex' or something similar.
Regarding William Stroudley. David
The role played by William Stroudley in the affairs of the Edenham & Little Bytham Rly. more accurately the Edenham Branch Rly, has been overstated down the years, probably beginning with the Institution of Civil Engineers in the obituary notice following Stoudley's death in 1889. This was followed by Michael Reynolds in The Railway Magazine in 1900, where Stroudley was credited with being variously 'platelayer, engine driver and General Manager' of the railway. This version of events has often been repeated, most recently by Brian Sullivan in 'Down Postal' (RAJ7).
The book by R.E. Pearson & J.G. Ruddock (Lord Willoughby's Railway, Willoughby Memorial Trust, 1986) reveals a more limited role for Stroudley at Edenham. He was hired in May 1857 at a salary of 35s per week to drive and look after the two locomotives on the railway the converted road engine Ophir and the first of the Hawthorn 0-4-0Ts, Havilah. The line was virtually complete by then and general goods traffic had been carried since the summer of 1856. Stroudley lodged in Peterborough for the first twelve weeks of his engagement, while Havilah was being repaired at the GNR shed, the engine having suffered a derailment in April which had incapacitated the railway's other driver, Sandall. Stroudley moved to Edenham in August, sharing a cottage with John Williams, who was building wagons for the railway. Management of the Edenham Branch Rly was exercised by George Scott, Lord Willoughby's bailiff, who reported to the Agent for the estate, Lewis Kennedy. who was away in London. Much of the detail in Pearson & Ruddock's book is taken from Scott's correspondence with Kennedy. In June 1858, Scott was awarded the sum of £80 for his work in managing the railway over the two previous years and thereafter he was paid £20 per half year for continuing with these duties, which were in addition to his responsibilities as estate bailiff.
It required a number of visits by the Board of Trade inspector, Col. Yolland, between June 1856 and July 1857 before the Edenham Branch Rly could be opened for passenges on 8 December 1857, although there had already been some unofficial passenger traffic Williarn Stroudley handed in his notice in February 1858. He left Edenham on the 3 March 1858 with the intention of assisting his brother at Helpston paper mill but soon returned to the GNR, and later enjoyed a very successful career on the Highland Rly and the LB&SCR. His departure from Edenham may have been hastened by the fact that George Scott and William Stroudley do not seem to have exactly hit it off. Scott wrote to Kennedy about Stroudley's replacement that 'he hoped the new man would be more suitable'.
Memories of Uttoxeter. Paul
Writer's memories of Uttoxeter are of making a regular Sunday afternoon journey from there to Derby in the 1970s. The train at that time was always a Swindon DMU. On reflection it seems strange that a Swindon product should provide the service between the two heartlands of the former LM&SR company. Perhaps the units had been reused from recently closed lines in Shropshire. Do you have any photos of these units on this line? The DMU was invariably late which provided time for a look round the station buildings, which were complete at the time. If the weather was bad there would be a good coal fire burning in a green enamelled cast iron stove in the waiting room, where there was also a long bench seat with the arms of the North Stafford Railway carved into the backrest. This was not the most comfortable seat in the waiting room. The company perhaps did not want customers to fall asleep whilst waiting for their train.
I also remember looking round closed stations in Shropshire with my friends. we discovered the account book for the goods traffic of a station, though I do not remember exactly where. This one large ledger contained details of all the goods transactions from when the station opened in late Victorian times to the 1960s when it closed. Unfonunately, the watchman who was minding the station would not let us take this book, so I suppose it probably ended up on the scrap man's bonfire.
Groom Correction. John
There is an error in the Groom table RA£7, p73. Under BWG068, the class designation should be 'D1' '1321' Series.
John Alsop. Wish you were here? Railway postcards of Renfrewshire. 71-80; rear cover
|Mount Florida station||71|
|Clarkston station with Caledonian Railway Durham-Churchill charabanc for Eaglesham c1906||72l|
|Caledonian Railway 670 Class 0-4-2 No. 279 heading west (caption incorrect) from Patterton c1904||73u|
|Neilston station (Lanaarkshire & Ayrshire Railway) prior to opening c1903||73l|
|CR 4-4-0 No. 734 with train of six-wheel bogie compartment stock at Langbank c1907||74u|
|Port Glasgow station with train arriving from Glasgow||74m|
|Port Glasgow station after rebuilding with CR 721 Class 4-4-0 No. 727 arriving from Greenock||74l|
|Upper Greenock station with Berryards sugar refinery behind||75u|
|Inverkip station with Jumbo 0-6-0 No. 578 on passenger train for Wemwyss Bay||75m|
|Wemwyss Bay passengers arriving off train: see also Rly Arch (24) 19-45||75l|
|Greenock West after flooding on 5 August 1912 see note 1||76u|
|Disembarking from Duchess of Fife at Gourock (Caledonian Steamer card)||76m|
|Gourock: Caledonian Railway Scotland postcard for St. Louis Exposition||76l|
|Greenock Princes Pier station interior c1900||77u|
|Kilbarchan new station with 4-4-0 hauled train arriving 1905 when loop line was new (now a road)||77m|
|Lochwinnoch station with freight passing behind Class 22 0-6-0 No. 37 (pre opening Loop when became Lochside)||77l|
|Milliken Park for Kilbarchan pre-1905 (when loop opened)||78u|
|Johnstone station: still recognisable in spite of huge park & ride car park||78m|
|Elderslie station in early LMS days?||78l|
|Staff at South Renfrew station||79u|
|Corkerhill station with GSWR model housing behind 1910: at that time station outwith public domain||79m|
|Corkerhill shed with Class 75 2-4-0 ex-No. 75 as Stationary Boiler||79l|
|Nitshill station with memorial stone and garden for Sergeant John Meikle VC MM of Seaforth Highlanders: memorial re-ercted Station Road, Dingwall||80|
|Bishopton station decorated with garlands and flags (coloured postcard)||rcu|
|Gourock station in 1905 (coloured postcard)||rcl|
Note 1: Scottish Transport: the Annual Magazine of the Scottish Tramway & Transport Society No. 62 (2010) pp. 4-12: partial services were restored within two days. It may be noted that 1912 was notable for its floods: Norfolk suffered devastation one week later