Backtrack 1998 Volume 12

Number 1

Class 5 4-6-0 No 44874 climbs past Carnforth East Junction with express to Leeds in mid-1960s. Joe Richardson. front cover

Snowbound at Dent - An 8F buried up to its smokebox. 3
B&w illus. 48149 in January 1963.

Crossing the Irish Sea by the 'Short Sea route'. J. Graeme Bruce. 4-10.
One of the shortest crossings between Mainland Britain and Ireland is that between Portpatrick and Donaghadee. This is about 22 miles and the settlement of Scots in Ulster created traffic. The Post Office Act of 1711 united the Scottish and English Post Offices and the Post Office took over the vessels on the Portpatrick crossing in 1750, but returned the Mail service to a Donaghadee company in 1791. The main traffic was not mail, but cattle on the hoof. John Smeaton improved the harbour at Portpatrick. The Act of Union with Ireland transferred decision making from Dublin to London. At that time there were crossings at Holyhead to Dublin, Milford Haven to Dunmore and the Portpatrick passage. In 1819 John Rennie (senior) was commissioned to examine improvements to the last-named. G. & J. Burns introduced steam vessels on the Glasgow to Belfast run and captured most of the traffic. In 1849 Burns stopped at Greenock to provide the Mail service and the mail stations at Portpatrick and Donaghadee were closed. On 11 March 1861 the Portpatrick Railway opened from Castle Douglas to Stranraer Town and the Glasgow & Stranraer Steam Packet Co linked Stranraer to Belfast. The LNWR provided a train which left London in the evening and reached Belfast late in the following afternoon, but the service only ran on two days per week.  When the B&NCCR reached Larne a Stranraer & Larne Steamboat Co was formed in October 1862, but this service was short-lived. The B&CDR reached Donaghadee but this did not revive this route. The Larne & Stranraer Steamboat Co. was supported by the Portpatrick Railway. The introductuiion of the Tod & MacGregor-constructed Princess Louise on 1 July 1872 cut the sailing time to 2 h 40 min. The Portpatrick Railway was co-owned by the CR/GSWR/LNWR and MR which formed the Portpatrick & Wigtownshire JC. Between 1890 and 1963 Wm Denny & Bros built all the vessels used on the crossing. The first Princess Victoria perfoprmed the crossding in 2 h 15 min. The Princess Maud was the first turbine-driven ship. The MR opened a new harbour at Heysham and provided competition, but all of the northern ferry routes became part of the LMS. The administrration in Northern Ireland favoured the Stranraer route and the Post Office permitted a first class sleeping car to be attached to the down Wset Coast Postal. The Princess Margaret was introduced in 1931. In 1939 the Princess Victoria, with Sulzer engines was introduced as a stern-loading road vehicle carrier, but this was sunk in 1940. A similar vessel was introduced in 1947, but this sank in the ferocious storm of 31 January 1953. See Backtrack . During WW2 the SR train ferries were used on this strategic route to convey vehicles. The Caledonian Priness introduced in 1961 reverted to turbine propulsion. The Dumfries to Stranraer railway route closed on 15 June 1965 and the sleeper service was diverted via Ayr. The Stena Nordica added extra capacity in 1966. The Antrim Princess was a drive-throgh vessel built by Hawthorn Leslie and the Ailsa Princess was launched in France. The railway element in the service has disappeared. illus.: MV Antrim Princess (col. T.J. Edgington*); SS Caledonian Princess at Larne (*); SS Hampton Ferry (*) on 11 July 1955; Detail from the rear cover of the 1910 guide book Princess Maud; MV Galloway Princess (col. J.S. Gilks); Timetable from a 1910 guidebook; Princess Maud; Princess May; Railways through Galloway to Stranraer; The cover of the 1965 timetable; The second Princess Maud; Black five no 44707 at Newton Stewart (col. R. Tibbitts); Class 5 no 44996 at Castle Douglas (col. P.A. Fry); The fourth Princess Victoria; Stranraer harbour station (TJE);

Irish Terrorism on Victorian railways. Adrian Gray. 11-13
In February 1867 a group of Fenians led by two Irish Americans plotted to attack Chester Castle, seize weapons and hi-jack a Holyhead train. The organization was riddlesd with informers, especially John Corydon, and a special train was despatched from Euston with 500 Scots Fusiliers. They disrupted the Irish sympathisers, but some escaped and 67 armed Irishmen were arrested at Holyhead. In 1883 a coal shed at Glasgow Buchanan Street was attacked (there were other non-railway targets) and this led to five being sentenced. Room 313 in the Charing Cross Hotel in London was a key rendezvous for bombers. There were several bombs dropped from Underground trains in 1883 and 1885, as well as in Primrose Hill Tunnel and there was a major incident at Victoria Station on 26 February 1884. Addendum by Francis Voisey on page 172. illus.: The scene outside Edgware Road station after the explosion on 30.10.1885; Conducting the first train from Charing Cross to Westminster after the; Plan of the damage at Victoria; Exterior view showing the Brighton Line station; The wrecked cloakroom;

Coaches of the Great North of Scotland Railway in the 1880's and 1890's. Keith Fenwick. 14-20.
Carriage design under James Manson and James Johnson (Locomotive Engineers of the GNoSR) following those of William Cowan who had been Locomotive Engineer since 1857. Both Manson and Johnson produced 6-wheel stock. illus.: GNoS carriage to diagram 44; GNoS carriage to diagram 53; GNoS carriage to diagram 41; GNoS carriage to diagram 9; GNoS carriage to diagram 14; Diagram 45; Diagram 54; Diagram 7; Diagram 9; GNoS carriage to diagram 45;

Beware - rail travel may damage your health.. Helen A.L. Lewis. 21
Notes on how Victorians viewed the dangers of rail travel from "catching a chill" to much worse. illus.: Seat for five persons (with many more upon it)!;

British braking systems and the American connection. - Part 1. Jeffrey Wells. 22-6.
Although the title is indicative of Westinghouse (this part only briefly describes the straight air brake) and most is considered with its precursors, such as Charles Fay's brake (mentioned rather than described), the Wilkin and Clark brake of 1862 which used chains and was jerky in operation, and the Chapman electric brake which was tried for four months on the NLR. The effectiveness of skidding was discussed at that time. Part 2 on page 80. illus.: LBSCR Stroudley class B1 no 181 Croydon; NER Fletcher class 686 no 703; Beyer Peacock locomotive Wroxall; LNER class D20 no 1672 at York; LBSCR Billington class D3 no 376 Folkington;

Edinburgh Waverley. David Sutcliffe (phot.). 27
Colour feature.: B1 no 61324 at Platform 10; The classic view of Waverley from the Mound with Metro-Cammell DMU in original green with yellow stripes and Inter City DMU; both 14 April 1963.

Rambling through Rydale. David Sutcliffe (phot.). 28-9.
Colour feature.: A V2 passing Ampleforth with Scarborough train; Coxwold station ten years after closure; Arriving at Scarborough Road Junction, Malton, with a DMU from Leeds; Leaving Scarborough Road Junction with a DMU from Leeds heading towards Kirbymoorside; Slingsby station with B1 no 61216;

More Yorkshire coalfield steam. Barrie Williamson (phot.). 30-1.
Colour feature.: 0-6-0ST no S112; 0-6-0ST no S121 Primrose and S102 Catheryn; 0-6-0ST John Shaw; 0-6-0T no S100 and Austerity 0-6-0ST no 3891/65; Black Austerity 0-6-0ST No. VF 5276/45 and 0-6-0T no HC 1844/51 Whit no 4;

Snow on the line. 32-3.
Colour feature: BR Clan no 72006 at Gleneagles in February 1964 (K.M. Falconer); ex-GWR 1421 at Tiverton on auto-train on 2 February 1963 (B.R. Oliver); GWR no 7827 Lydham Manor on Talerddig bank with up Cambrian Coast Express in December 1964 (T.B. Owen); Class 5 no 44939 with parcels train in January 1963 at Duston sidings Northampton (Tommy Tomalin); NBR no 65224 Mons and a pair of BRCW type 2s in February 1963 George M. Staddon).

Unrebuilt Bulleid. 34-5.
Colour feature: Battle of Britain no 34086 219 Squadron at Eastleigh post overhaul on 13 March 1964 (Celyn Leigh-Jones); West Country no 34103 Calstock leaving Basingstoke for Bournemouth on 18 June 1962 (Rodney Lissenden); Battle of Britain no 34078 222 Squadron at Exeter Central; No 34023 Blackmore Vale on Bournemouth shed in July 1967 (John Corkill); West Country no 34102 Lapford passing Beaulieu Road on 24 July 1965 (Robert Leslie).

Festive 47's - with the 'Stratford' treatment. John D. Mann (phot.). 36
Colour feature: Specially decorated for the Queen's Silver Jubilee; Festive 47 164 at Ipswich on 29 June 1977; The first officially named class 47 No 47169 Great Eastern at Colchester on 7 March 1979 immediately after naming ceremony. This pair of photographs is almost enough to make one like the class.

A tale of red 0-6-4Ts. Philip Atkins. 37-8.
A somewhat selective examination of the 0-6-4T type which it is generally agreed was not a very succesful type. The MR "flatirons" and SECR types are largely ignored, and the types designed by, or built for the Barrry Railway, NSR and Metropolitan Railway received greatest attention. The Barry L class was manufactured by Hawthorn Leslie and introduced in 1913, but inspite of new GWR boilers they were withdrawn in 1926. John H. Adams, son of William Adams, designed two classes of 0-6-4T for the NSR (classes C and F), but these were withdrawn by the LMS in the 1930s. The Metropolitan G class were built by the Yorkshire Engine Co., and suffered from cracked frames: some entered LNER stock in 1937. illus.: A Barry railway 0-6-4T as rebuilt as GWR no 1351; A Barry railway 0-6-4T in original condition as GWR no 1354; Metropolitan no 94 Lord Aberconway; North Stafford class C no 31; North Stafford class F no 119; Summary of building and scrapping of 0-6-4Ts.

Locomotive sheds - Part 2. S.G. Allsopp. 40-6.
Author divides shed activity into servicing, maintenance and repair. The first covers cleaning out the firebox (too few locomotives were fitted with rocker or drop gates) and removing char from the smokebox. Maintenance can be divided into that involving the boiler and mechanical. Ther boiler needed washing out unless TIA was fitted as on the Southern Pacifics. Hot water wash-outs were used on the former LNER lines. Most maintenance was performed at predetermined intervals following the LMS methods. Repairs happened: two V2 class locomotives arrived at Derby with bent connecting rods within a couple of months. Routine revolved around a process of disposal, stabling and preparation. Some consideration is given to diesel motive power. Considers the very primitive working conditions: lack of lighting, heating, and wahing facilities, also lack of tools. Much based on Derby mpd. illus.: The less glamorous side of steam working included cleaning out the ash; Coming out for air; A bar boy squeezes out of the firehole doorway; Engine cleaning was the first step on the ladder; Lighting the fire; LMS no 46248 having its smokebox cleaned; NER Q6 no 63440 coaling up; A class 2 minus driving wheels at Leeds Holbeck shed in 1920; Copley Hill shed c 1960; Sheer legs used to remove the wheels of Midland class 2; Jubilee no 45675 Hardy, B1 no 61051 and 4MT no 43043 in Leeds Holbeck;

The further adventures of a locomotive engineer manqué. Alistair Wright. 47-9.
Earlier experiences 10-670. Sometime student at the Royal Technical College in Glasgow worked in the drawing office atthe Hyde Park Works of the North British Locomotive Company as an "improver" in 1952. He worked on the Indian railways YP pacifics for the metre gauge - a design which had been initiated by Baldwins. He also worked on the very advanced SAR 3ft 6in gauge 4-8-4 class 25 where Henschel worked as a sub-contractor - mainly on the condensing tenders. He designed the motion for this class, including the slide bars. The locomotives had very advanced valve events. As a result of this activity he was promoted to assistant draughtsman. He became very interested in the Company's archives which included those from Sharp Stewart, Dubs and Neison Reid. The company was a family firm which was not capable of adapting to the new order. Its diesel locomotives suffered from severe defects and the company was not directly involved in the high value side (engine manufacture). illus.: SAR class 25; YP pacific built for the Indian State railways in 1952; A very clean and somewhat embellished class 25; How the YP looked in service;

Churchward's classification scheme. Railway reflections [No. 37]. Michael Rutherford. 50-6.
In Rutherford's usual wayward way, the feature discusses both things in general (such as lcomotive numbering systems) and the more specific: notably the topic of the title. Some railways were systematic in their numbering (the GWR attempted such in 1912), but others (notably the LNWR and NER, and Southern Railway were midly chaotic). The Whyte notation was invented by Frederick Methuen Whyte and was quickly adopted by Churchward to organize the drawings of the locomotive stock. Table gives summary of GWR classifications for locomotives, boilers (both initial and as modified by mid-1950s), wagons (1905) and carriages (1910). illus.: Churchward's second 4-6-0 no 98; G.H.Burrows Churchward's Chief Draughtsman; A Badmington no 3304 Oxford at Acton; O.E.F.Deverell Churchward's leading locomotive draughtsman; The diagram for the Badminton class; Star no 4005 Polar Star; The diagram for the Star class; A County tank being serviced; County class no 3480 [later 3837] County of Stafford; The diagram for the County class; Crane engine no 1299; Steam railmotor type 7; Table 1; Summary table of all lettered diagrams; Dining car no 9544; Table 2; Initial codings of boilers in use c 1910; Table 3; Codings of boilers in use c 1950; Print of diagram H 15; Table 4; Carriage diagram letters; Table 5; Wagon diagram classification;

Rolling stock focus - London Transport surface stock. David Jenkinson. 57
See letters by Michael J. Smith and Martin Bird on page 172. illus.: A train of Metadyne stock or more correctly O and P stock at Royal Oak on 10 September 1960 (R.C. Riley); A train of very mixed Q stock with G car leading at Edgware Road in July 1963 (B.R. Oliver);

Colour files - Taff Vale railway architecture - Part 2. Bob Sankey. 58-9.
Col. illus.: Detail at Taff's Well station; Taff's Well station showing Egyptian style; Penarth signal box; Shelter at Sully; Ynyshir station;

Readers' Forum. 60
Erratum - Steam in the West Riding
Eagle-eyed readers will have spotted that the 'Jubilee' in the bottom picture on p.610 of the November issue is No.45697 Achilles, and not as stated.
The 'Hawkshaw Singles' of the LYR. J. S. Gibson
Correspondence (Brian Orrell page 688)  and Allsopp (page 517 Volume 11) [original article page 368 (11)] and further contribution from Allsopp (page 173) indicates interest in details of the conversion of the 'Hawkshaw Singles' to the 2-4-0 wheel arrangement. As built, power was transmitted in the normal way by connecting rods to big ends fitting over the driving wheel crank-pins. On conversion, it was transmitted directly to the coupling rods, eliminating the need for big ends. These were substantial assemblies consisting of brasses fitting over the crank-pin to form a journal enclosed in steel straps and secured to the ends of the connecting rods by butt cotters. Removal of the big ends shortened the connecting rods which were then fitted with forked end and pin joints to the forward extensions of the coupling rods, thus restoring the original geometry, so that the existing slide bars, connecting rods and crank pins could be re-used.
A second point raised was the link between coal burning in locomotive fireboxes and the adoption of cabs to protect engine crews. On early locomotives toxic fumes, mainly carbon monoxide, were a problem, particularly with a thick firebed and an inadequate air supply. Experiments with bituminous coal were made early on the Lancashire & Yorkshire and on the Midland Railway. Charles Markham, who was mainly responsible for the successful experiments at Derby, presented his findings in a presentation to the Institution of Mechanical Engineers in 1860. In the discussions which followed, Mr. B. Fothergill stated (Inst. Proc. Mech. Eng. 1860 page 172): "the results in this paper were thoroughly confirmed by those obtained in a series of experiments.. made on the Lancashire and East Lancashire Railways, which were so strongly in favour of coal that there are now no coke burning engines on those lines." For all that, cabs did not appear on the LYR for another eleven years when William Hurst introduced his 2-4-0 express engines and converted 'Hawkshaw Singles' such as No.93 (page 369) which needed new boilers. The 'Singles' converted between 1868 and 1872 which retained their original boilers and Salter safety valves did not receive cabs. Locomotive No.93 and her re boilered sisters were fitted with Naylor safety valves of the column type, replacing the Salter type with long balance arms extending over the footplate which had effectively prevented the fitting of a cab. This is true also of the '286 Class' express engines, shown on page 189 of Volume 11/4, introduced by William Jenkins in 1861. The photograph of Marshall, built as a coal burner, shows the balance arms of the Salter-type safety valves projecting over the footplate and preventing the fitting of an effective cab. The lower photograph of No.302 shows how the safety valve arms still prevented the use of a cab after a later rebuilding with a scanty weatherboard. In fact, No.302 had to wait 25 years until reboilered with Ramsbottom safety valves before receiving a true cab.
Western Region Camping Coaches. Andrew McRae
An alternative explanation can now be offered for the pristine condition of Western Region camping coach No.W9929W as pictured on page 337 (11) , and in earlier letter (page 460 11). The date and location of the photograph appear to have been mis-identified. Having compared it with other views writer suggests that photograph was taken not, as stated, but at Falmouth. Moreover, as the camping coach berth at Falmouth is known to have been occupied in 1962 by No.W9905W, a clerestory vehicle, it seems probable that photograph was taken in either 1963 or 1964, the only other years in which the facility was available at this site.
SECR Railmotors. Richard Allen
Reference to Moon's letter (12 page 576) regarding the sets formed from ex-SECR railmotors: upper photograph (of set 481) is at Allhallows-on-Sea, a regular haunt of the push-pull sets 481 and 482 after the closure of the Gravesend West branch in 1953: they also regularly appeared on the Westerham branch. Photographs of them appear in the Oakwood books The Gravesend West Branch (LPl5l) by N. Pallant and Westerham Valley Railway (LP72) by D. Gould, as well as the Middleton Press book Southern Main.Lines - Orpington to Tonbridge and OPC's Around the Branch Lines - No.1: Southern by T. Gough. In Westerham Valley Railway, author mentions the unusual feature of these sets that the doors opened inwards, which was apparently a source of considerable bafflement to occasional travellers!
O.V.S. Bulleid and his Work. A. Gomersall
The article by Michael Rutherford on Bulleid and his work in 11 page 445 was an interesting review. However, it was a pity that the article did not make reference to Bulleid's patents, four of which are relevant to the development of his 'Merchant Navy', 'West Country' and 'Battle of Britain' locomotives. In particular, patent numbers GB 547156 and GB 546180, both on valve gear arrangements, are definitive documents in Bulleid's development of his designs for Pacific locomotives.
Michael Rutherford also mentions the locations of primary material and in this context I would like to draw attention to the availability of many of the references in the article in the British Library. (collections relocated to St Pancras since publication). The Library holds complete runs of the Institution of Locomotive Engineers' Journals, the Institution of Mechanical Engineers Proceedings and many more railway- related titles. We also hold amongst our 40 million patents, copies of journals and books, specifications of all the major locomotive engineers of the last two centuries, including of course Bulleid, Gresley and many others.
'Hymeks' in the West. John Pearse.
Location of lowest picture on p606 (11) is Westbury (not Curry Rivel Junction) and the train's Reporting Number 1061 implies a Southern Region destination (not Taunton). Similarly, lower photograph on p607 is probably a Cardiff-Portsmouth train (not West of England), as 1059 is the Reporting Number of these trains in the upper photographs in the spread. There were 101 'Hymeks' (not 110).
GWR Small Cranes. P. Tatlow
Refers to Paul Bartlett's photo feature on GWR small cranes on page 630 (Volume 11). Writer suspects the railway authorities had difficulty in classifying rail-mounted cranes, and was writer's experience in trying to research them. The larger breakdown cranes were closely associated with the Locomotive Department, but were not locomotives as such. There were many more small hand, steam and later diesel travelling cranes for for use by the Engineer's and Goods departments. The GWR, along with some other railways, produced a crane diagram book. Writer was aware of one issued on 2nd September 1932 and kept up to date by additional, or revised, pages, which included some fixed yard cranes. This appears to be the source of the crane diagrams reproduced in Great Western Wagons Appendix by Jim Russell, OPC, 1974. The Western Region produced a fresh version of the diagram book in November 1966.
Of the other railway companies, the NBR produced a diagram book for hand and steam breakdown cranes, which was perpetuated by the LNER. This was revised and extended by the Scottish Region to include ex-LMS cranes north of the border, whilst the LNER North Eastern Area prepared a comprehensive set of crane diagrams from 1935 onwards. From an early date the Southern Railway too had a series of diagrams for cranes of all types and the Southern Region kept a version devoted to the breakdown cranes up to date during the 1950s and 1960s. Only plan diagrams and rather poorer quality diagrams, the latter probably unofficial, however, for London Midland cranes have so far come to my notice.
Football Supporters' Trains. C. H. Ashton
Refers to article by Andrew Wilson on football specials (11 page 468). Wilson did not mention a route seeing very heavy use on 'Wembley days' for football finals or womens' hockey finals, namely the line between Market Harborough and Northampton. For instance, on 27th April 1963 (mentioned by Wilson) there were ten specials over this route; therefore most of the locomotives serviced at Willesden would have travelled over that route and it was rare for such specials to travel to St. Pancras. The junction between the Midland main line and the LNW section at Market Harborough was originally put in for the Great Exhibition at Wembley in 1924. It was a major coal route from Toton to Willesden, and was in use as a route to the Stadium almost until the branch closed in August 1981.
Electric Lighting — Glasgow St. Enoch. Tom Wray
Further to J.A. Pearson's comment (11-577) on the electric lighting at Glasgow St. Enoch station in 1879 writer cites Manchester Guardian for l3th January 1881 on introduction of electric lighting by the LYR at Victoria Station, Manchester, by the British Electric Light Co. of London. The report includes the sentence: "The electric lighting of railway premises has been tried with signal success in Glasgow, and thus it was which induced the LYR directors to adopt the system". It was not a success at Victoria station and was removed just over a year later.
The Queen goes to Preston. B. Fare
Refers to colour feature 11-574: writer was second man on Class 25 locomotive hauling inspection saloon with Royal party travelling short distance to power signal box, his driver was Jack Hitchcock. The driver of No.87 018 on the first electric-hauled Royal Train was Mr. Bemard Kibble of Preston. Writer received an extra £1 in his wages and a new hat.

Book reviews, 61.
The Locomotives of the Stockton and Darlington Railway. T.R. Pearce, Historical Model Railway Society. DJ *****+
Every so often, a railway book arrives on the scene which immediately prompts the thought that it ought to have been written years ago, such is its importance in terms of our knowledge of railway history. When it is combined with very high production values and immaculate scholarship, the pleasure is simply enhanced. The S&D was of seminal importance in the evolution of British steam power and though its more developed philosophy tended to be confined mainly to its own bailiwick, there can be no doubt that those many engineers who came later would have had a harder task had not the S&D done so much pioneering work. The author does not make this point in so many words, but that is what it amounts to. The book is beautifully structured in terms of the order of presentation of topics, the first two chapters (dealing with S&D history and the complexities of early technological evolution) being particularly valuable to those who neither have a detailed background to events in the North East of England nor adequate knowledge of the arcane early principles of steam, which were, it must be said, a little different from those of which we are more commonly aware today. The book then goes on to cover all the S&D locomotive types in the sort of detail (and with the same kind of tabulated back-up data) as can only be compared with the RCTS History of LNER locomotives - than which no higher praise can be given. Production values are superb and even the most difficult of the (mostly very old) photographic images have come out well. Drawings and detail diagrams are there in profusion and the author clearly knows his subject. Not only that but he has a fine command of beautifully modulated English, a rare thing to find in these days of tabloid joumalism. It is not an 'easy' read (the subject matter is arguably too complex) but it is a 'good' read which will repay both time and effort. I enjoyed it enormously.
The Strome Ferry, Skye Railway, Riot of 1883. David McConnell, author. MB ****
In 1883 Strome Feny was the terminus of what is now the Kyle of Lochalsh line and it was there that fish were landed for onward conveyance by train. The landing and loading of fish on Sundays incurred the displeasure of the Presbyterian Free Church of Scotland which held strong views about work undertaken on the Sabbath. Representations to the Dingwall & Skye Railway over previous years having been ignored, in the summer of 1883 members of the church decided to physically prevent what they regarded as desecration of the Sabbath. On 3rd June, they occupied the pier and with the railway workers unable to load their wagons, the station master had to send for a force of police - who set off in a train from Dingwall. By the time they arrived, the protesters were in no mood for persuasion. In a hardly Christian approach, they were armed with sticks and after a series of skirmishes managed to repel the small force of police officers who were obliged to withdraw, while a Free Church minister who tried to reason with them was threatened with being thrown off the pier! A second demonstration was staged the following Sunday but this time a substantial police force was assembled, with the military standing by, and violence was largely prevented. The upshot was that ten leaders of the 'riot' were arrested and subsequently jailed....readable account which deserves to succeed.
Industrial Locomotives of North Staffordshire. Allan C. Baker. Industrial Railway Society. MB *****
Another of the excellent IRS handbooks, this volume covers an area centred on the Potteries and bordered by Shropshire, Cheshire and Derbyshire. The format is familiar, with each site listed separately with the locomotives known to have worked there. An interesting chapter also records the operators of private owner wagons in the area. There are indexes of locomotives, locomotive names, owners and locations, while the work is complemented by a series of well- drawn coloured maps. 144 b/w photographs accompany the wealth of detail. As usual, a highly- recommended source of reference.
Great British Locomotives. Michael Blakemore & David Mosley. Ian Allan.
Sub-titled 'The National Railway Museum Locomotives in Action', this offering is that rare thing these days - a picture book with both a recognisable theme and an actual story line . . .
The Shropshire and Montgomeryshire Light Railway Under Military Control 1941-1960. Mike Christensen. World War II Railway Study Group. SDW ****
This moribund line became an arsenal and a self-contained system which saw war service and on into peacetime. The book details locomotive stock workings, stations and signalling and is thoroughly illustrated with photographs, maps and diagrams. For those interested in the effect of military circumstances on railway operations, this is a fascinating book.
The Grand Crimean Central Railway. Brian Cooke. Cavalier House. SDW *****
This is a marvellous book modestly portrayed by its author as "an engineer's version of the Crimean War".

Pannier tanks in Pembrokeshire. Paul Strong. rear cover
ex-GWR 0-6-0PT 9677at Fishguard & Goodwick on 13 May 1963.

Number 2 (February 1998)

An ex GWR 57xx class in London Transport livery. Chris Gammell. front cover
L90 with brake van, near Croxley Green on 6 March 1969

Railways and education. Alan Earnshaw. 67.
Guest editorial on courses about railway history

Banking duties. 68-9.
Col. illus.: 4F no 44580 banking on Camp Hill bank on 14 April 1962 (Cliff Woodhead); BR class 4 4-6-0 banking on Shap on 27 June 1967 (Peter Tatlow); 8F no 48936 banking past Jackson's sidings (J.R. Carter);  94xx No 8452 left behind near Wednesbury on 23 May 1960 (R.C. Riley) - all were on freight, or should have been.

Railways of Wells. K.A. Frost. 70-5.
The first railway to reach approach Wells was the Somerset Central Railway which connected Glastonbury to Highbridge: it was broad gauge and opened on 28 August 1854. The Quaker shoemaker, James Clark, was closely involved. The line was extended to Wells on 3 March 1859. The East Somerset Railway was authorized on 5 June 1856 to link Witam with Shepton Mallet, and on 27 July 1857 an extension to Wells was authorized. It reached Shepton Mallet on 9 November 1858 and Wells on 28 February 1862. The third railway to reach Wells was the Cheddar Valley & Yatton, with an Act of 14 July 1864, and opened to Wells on 5 April 1870. The Somerset Central became a part of the Somerset & Dorset and eventually part of the MR/LSWR Joint Railway. The other lines became part of the GWR. All eventually closed. illus.: Axbridge station with a BR class 2 no 82035; Railways around Wells; An Ivatt class 2 no 41304 leaving Wookey; Shepton Mallett [GWR] station in the early 1900s; No 4595 calls at Cheddar; 45xx class no 5535 leaving Wells [Tucker St]; No 5539 waiting to leave Wells; Shepton Mallett [GWR] station in the 1930s; Ivatt class 3 no 41248 leaving Wookey; No 41249 crossing the Somerset and Dorset joint;

Rushden to Vienna. Tom Marsh. 76-9.
Biography of railway career which began in the Goods Office at Rushden on 21 March 1955, as a relief clerk in the Leicester District. John Macnab (letter p. 232) confirms archaic working methods for freight under BR. illus.: Midland no 58080 arriving at Higham Ferrers; The London and Birmingham station at Northampton Bridge Street; D1572 ready to leave from Leicester Central; St Pancras in the early 1960s; Marylebone station; The Euston Hotel being demolished;

British braking systems and the American connection. Part 2. Jeffrey Wells. 80-3.
Part 1 is on page 22. This part describes the firts visit of George Westinghouse to Britain in July 1871; the automatic air brake of 1872 and its application up to 1875, the Newark brake trials in 1875; its adoption by the NER; the ability to introduce passnger to train crew communication, and the setting up of the Westinghouse Air Brake Company Ltd in London. Letter by Nick Holliday (page 233) notes that Clayton Tunnel accident was not due to absence of a braking system. illus.: Ex Highland railway no 14396 Loch Ruthven (letter by Donald Massey page 233 notes that not air-braked); Freshwater, Newport and Yarmouth No 1; Wainwright class C no 719; Gresley N2 class no 1742; LNER class D34 no 9153 Glen Fruin; Southern;

Liverpool Electric trains, 1935-85. R.L. Vickers. 84-8.
Earlier article in volume 11. Electrification of the former Wirral Railway to New Brighton and Hoylake in the late 1930s, new rolling stock for it and the Southport line, a brief sketch of the major developments in Central Liverpool in the 1970s, the high voltage electrification from Lime Street to Crewe and its services provided with AM4 stock. See letters by Orrell (status of AEI, GEC and Vulcan page 233), Ken Swallow (page 233) on the then ownership of Liverpool electric lines, and Stan Roberts on Tommy Dicks. illus.: LMS no M28338 arrives at Crossens on 19 September 1956 (T.J. Edgington*); LMS Wirral and Mersey sets nos. M28674M and M28685M at New Brighton on 8 October 1966 (*); The terminus at West Kirby with M28392 at the head of the train on 12 April 1969 (*); AEI 25kV Bo-Bo loter class 81 ready to leave Lime Street on 3 February 1962 (Michael Mensing); M28375M standing at Rock Ferry the then electric terminus in 1984 (author); Four-car AM4 later class 304 EMU near Runcorn in 1963 (MM); No 507.025 at St Michaels on 2 June 1984 (*).

On and off the Port road. 89-91.
Colour feature using Colour-Rail material.: BR no 80061 on local passenger train near Newton Stewart (C.J. Gammell*); LMS class 5 no 44883 near Castle Douglas on short freight (*); CR 294 class no 57375 at Newton Stewart on 15 April 1963; 57340 at Whauphill on Isle of Whithorn branch on 1 August 1960 (*); Standard 2-6-4T crossing Tarff Water (Kircudbright branch)(J.B. Snell); BR class 2 no 78016 at Garlieston in May 1964; Snow plough fitted class 5 no 45162 at Stranraer Town with snow-covered platforms.

Birmingham Snow Hill. John Edgington. 92-3.
Colour feature.: Frontage of Birmingham Snow Hill on 11 December 1965; preserved 45xx no 4555 on real freight on 1 May 1965; Hall class no 6942 Eshton Hall on up express in 1963; 6007 King William III on Paddington express in 1961; Railcar W22W in October 1956.

Steam among the slates. Part 1. Dinorwic. David Sutcliffe (phot.). 94-6.
Colour feature: general views of the quarry on 12 July 1961 with Hunslet built 0-4-0ST George B dwarfed by surroundings and clear illustrations of quarry track and points; George B being coaled by hand; 0-6-0T Amalthaea a locomotive of the Padarn railway; and Cackler a 'main line' engine from the Dinorwic.

What's in a name? Kitson's of Leeds (Railway reflections [No. 38]). Michael Rutherford. 97-103.
The firm produced 5,400 locomotives over 101 years, and could trace its origins back to James Kitson and Charles Todd to supply locomotive components in 1836. illus.: An early Kirtly Midland Railway 0-6-0 no 421; LYR no 865 Prince of Wales; demonstrator Tasmania which was purchased by the Victoria State Railway, Australia; 0-4-0 shunter no 196 purchased by the Buenos Ayres Great Southern Railway; A steam tram on the Port Stewart tramway; Kitson railcar on the Belfast and County Down railway (BCDR); small light locomotive on the Cork and Muskerry light railway; Kitson loco designed for the Barsi Light railway; Kitson-Meyer as modified by the CME, P.C. Dewhurst, of the Jamaican Government Railway; one of three Kitson specials made to work the Pwllyrhebog Incline; A Lambton Railway 0-6-2T no 29 now working on the North Yorkshire Moors; An Airedale Foundry made Atlantic for the LBSCR.

Southern Ramblings. Part 3. The Southern goods traffic. Peter Erwood. 104-9.
Not very profound, although some statistics are presented. Little information is presented about traffic to Southampton Docks, some thought is given to traffic generated by suburbia (coal and bricks inwards), and on the minimal rail traffic eminating from the heavy industry in North Kent (cement and paper) where goods arrived by sea and departed by road even before WW2 (the yellow lorries of the Blue Circle Cement Co and the special trucks for conveying newsprint to Fleet Street are both mentioned). See letters by Mike Goodall (page 232) and by John Pearse (page 232). Illus (b&w): U class no 1796 on fast freight near Fleet in 1935; Bricklayers Arms depot in SECR days; plan of Southampton Docks (lacks clarity); 0-4-0ST Toronto (Hudswell Clarke 571/1900) in July 1937 working at the Kent Cement Works; O1 shunts Rochester shed which seems to be no 1064 in 1933; 25 ton brake van at Bromley South on 26 August 1939. (last three by author).

Glasgow & South Western carriages on camera. Stuart Rankin and Ian Middledich (captions). 110-12.
Glasgow & South Western Railway Association collection: b&w illus.: Manson's seven compartment third no Sc15701M at Muirend carriage sidings on 9 September 1955; No 354871 a GSW coach (Smellie six-wheeled) in departmental service at Forfar on 3 June 1950; Peter Drummond eight compartment composite No 130 built in 1913; Manson's corridor third no 699 for the Glasgow-Stranraer boat trains built in 1907; Manson's passenger brake van of 1902 as BR no M297267 at Blair Atholl on 31 August 1958; BR Sc298M, built by MR as MR/GSWR Joint Stock No. 6 restaurant car. Following a fire rebuilt as a breakfast & tea car in 1915/16 for services to Girvan via Turnberry and after Grouping worked on Highland lines: seen at Stepps in May 1956; Whiteleggs Diner no 3 as BR Sc299M shortly before the end at Stepps on 7 July 1957; Whiteleggs Diner no 3 as new in 1921;

Signalling focus - Great Western signal boxes. Richard D. Foster. 113
Col. illus.: Newton Abbot West signal box in July 1969 and Towyn signal box in 1974 (S.C. Dent);

Colour files - Eastern estuarial ferries. R.N. Forsythe. 114-15.
Col. illus.: Handbill of river cruises from Grimsby (1961); Handbill for Tilbury-Gravesend Ferry charges (1956); Humber ferry Tattershall Castle as moored on Thames Embankment as floating restaurant in 1985; Catherine used on the Tilbury-Gravesend at Gravesend on 21 August 1982; Handbill for Harwich, Felixstowe and Shotley Ferry (1956); The LNER built Brightlingsea at Harwich on 27 July 1989.

Readers' Forum. 116-17.
2-6-2 locomotives. Keith R. Chester.
See page 622 and 677 of Volume 11. Contrasts design refinement under Karl Gölsdorf with that in Britain based on its cheap labour, high grade coal, minimal gradients and light loads. Attempts to establish authorship of Russian, Polish and Serbian 2-6-2 designs. Russian was probably due to Bronislav Malachovski. Polish was based on Russian. The 'British' lines of Serbian designs may have come from Charles King, an Englishman, employed at Borsig's Berlin-Tegel factory.
In the heart of the Highlands. T.J. Edgington.
See page 666 (Volume 11): train is from Wick and Thurso arriving at Inverness.
In the heart of the Highlands. Jack Kernahan.
See page 668 (Volume 11): on 3 July 1962 Loch Earn was deputising for Loch Mor which had run aground. Gives the complex itineraries of Outer Islands services at this time, subsequently replaced by car ferry from Uig in Skye. Also notes retention of tablet working between Elgin and Nairn.
William Stroudley. Sydney Diggles.
See page 595 (Volume 11). Use of pumps as feedwater was preheated, but Stroudley may have fitted inspirators to some later designs (source quoted). The inspirator, an injector type of device, was invented by John S. Hancock of Boston (US) and patented in 1877. It could operate at 150F.
The Bury influence and builders' records. John B. Rowley.
See page 205 (Volume 11). Claims to have assembled lost records from Bury, E.B. Wilson and Avonside from periodical, especially The Locomotive Magazine, possibly with a view to publication.
The Llanelly accident - errata.
Serious errors in feature by Earnshaw (page 601 Volume 11)
0-6-0 locomotives. Arthur R. Nicholls. (page 117)
See page  652 Volume 11 (and therein for earlier parts): suggests errors in classification of LBSCR 0-6-0s and SECR classes C and O1.
Clapham Junction signal box. Keith Horne (page 117)
Claims that structure was badly designed in first place. See Volume 11 page 649

Frost over the Fells - LMS 8F approaching Carnforth. J.R. Carter. rear cover
48081 in mid-1960s: vehicles behind locomotive see letter by John Pearce page 232:

Number 3 (March)

LNER A1 No 60121 Silurian waiting to leave King's Cross. Geoff Rixon. front cover
18 August 1962.:

To arrive is better than to travel hopefully. Michael Blakemore.
Editorial: prompted by being tortured by a Pacer at vast cost from Skipton to Carlisle and the fact that the only "service" between Manchester and Cornwall would be on a Sprinter whereeas the LMS offered a restraunt car service all the way to Penzance; not to mention personal memories of a journey from Manchester Central to St. Pancras with afternoon tea in the first-class dining car.

Steam at Waterside. Brian Syddall. 124-9.
Waterside, near Dalmellington, Ayrshire, was an extensive colliery system which had originally served an ironworks. illus.: Andrew Barclay 0-6-0T no 17; Railways around Waterside 1960-1980; 0-6-0T no 24 was the largest locomotive; Andrew Barclay 0-4-0ST no 19; No 24 waits for no 10 to pass with a train of empties; Tucking up the locos for the night; Andrew Barclay 0-4-0ST no 21; Pennyvenie colliery at the end of the line; The Dalmellington Ironworks remains; No 17 brings a load of spoil to Culter tip; No 21 taking on water and holding up BRCW type 2 which has come to collect; Nos. 21 and 24 shunting on the ironworks site;

Memories of the Midland - Part 1. Don Rowland. 130-1.
Author's father, worked for Midland Railway, which he joined on 26 April 1914 at Wirksworth and then moved to Denby. illus.: Mr Rowland Snr.; Wirksworth station; BR class 2 no 84008 on a Stephenson Society railtour; Holbrook Crossing cabin;

The rise and decline of the British twelve-wheeled carriage - Part 1. David Jenkinson. 132-40.
Part 2 on page 212/Part 3 on page 253. Part 1 begins with comfort afforded by six-wheel bogie and the contributions from the Midland and East Coast Route companies. See letter concerning primary patent (letter by Weddell on page 344) . See letter from Geoffrey Hughes  (page 289) concerning William Whitelaw's interest in whiskey: perhaps 12-wheelers were required to cope with its effects. Letters (p. 465) from J.M. Chamney (ride); J,C. George (GWR special saloons) and Stephen Duffell  (on origin of bogies). illus.: An ex-Pullman taken over by the Midland in 1882; Non corridor composite no 632; Wolverton coaches nos. 483 a third? Kitchen diner and 486 open first; A c 1900 interior view of a twelve wheeled Pullman first class parlour car; Dining car no 24 from the inside; Dining car no 24 from the outside; ECJS no 243 in 1906; ECJS no 333 brand new in 1902; ECJS running as LNER no 41747; Not a lot of detail but a good impression of a train of clerestoriy; Composite diner no 164 built for the North British Railway (see letter on page 521 by Cattell; North Eastern ECJS no 142; The Midland Royal Train c 1910; Interior of a Midland and South Western Joint stock dining car.; Midland and Pullman together for the last time; a twelve wheeled sleeping; Table 1 Summary of ECJS twelve wheeled coaches 1896-1905; Exterior of a high roof Midland clerestory first class dining car no 2593; Exterior of a Midland clerestory first class sleeping car no 2767 in LMS; Interior of a high roof Midland clerestory first class dining car no 2593; Interior of a Midland clerestory first class sleeping car; Outline drawing of a pure NE Kitchen / Diner; Outline drawing of a third class Kitchen / Diner GN & NE joint stock; Outline drawing of ECJS Royal Saloon no 395; Outline drawing of the 'maverick' ECJS NER matchboard style; G&SW dining car in its BR days; M&GSW dining car no 216; Table 2 Midland built twelve wheeled sleeping and dining cars. See correspondence page 289.

Hawthorn, Leslie and the Highland Railway. Philip Atkins. 141-4.
Involvement by Hawthorn. Leslie in the design and manufacture of the final HR 4-6-0s and 4-4-0s, especially the ill-conceived River class and Clan class. Article includes notes on the staff at Hawthorn Leslie who actually produced the designs and interesting biographical material on Brian Reed; also J.E. (Jack) Armstrong and Robert Sutton of Hawthorn Leslie. See letters by Donald Massey and C.J. Panther on page 289: these add to the account of the Clan class (especially their restriction to working north of Perth in LMS days, but not after being drafted to the Oban line), and to the status of the Hawthorn Leslie "group". illus.: The final HR/CR in LMS livery no 14761; Ex HR no 73 Snaigow as LMS no 14522; Highland; Ex HR as LMS 17951 at Achnasheen; HR No 80 about to climb the 1 in 13 incline to the NER above; Interior of Forth Banks erecting shop; Extract from the Hawthorn, Leslie drawing register; Still in HR livery no 53 Clan Stewart pauses at Aviemore;

Pannier tanks on the Western. 145
Colour feature: 57xx pannier tank no 9678 at Tondu shed on 23 March 1963 (Celyn Leigh-Jones); 57xx pannier tank 9704 fitted with condensing apparatus on empty stock at Subway Junction, near Paddington on 19 October 1963 (R.C. Riley*); 16xx class 1600 outside Swindon Works on 26 April 1959 following sale to NCB (*); 2021 class no 2070 outside Swindon Works in September 1955 after withdrawal and still lettered "GWR" (*); 850 class no 2008 at Birkenhead on 13 March 1958 (*); 15xx class no 1504 on empty stock at Royal Oak on 30 March 1957 (*); 64xx class no 6422 on Dudley to Old Hill auto train on 28 May 1956 (T.J. Edgington); 94xx no 9479 on Paddington empty stock working on 13 August 1960 (*).

Pacifics at King's Cross. Geoff Rixon. 148-9.
Colour photo-feature: A3 No 60106 Flying Fox departing in August 1962; A4 No 60017 Silver Fox arriving on 5 July 1962; A1 No 60135 Madge Wildfire on 1 September 1962; A4 no 60003 Andrew K. McCosh departing in July 1962.

On the Midland line through Rotherham. Tony Wakefield. 150-1.
Colour photo-feature: 8F no 48527; Midland 3F no 43660; Ivatt class 2 no 46494; Midland 1F no 41835; Royal Scot no 46109 Royal Engineer;

0-6-0 from Warrenpoint. Paul Strong (phot.). 152
Colour photo-feature: The view through the cab window; Two views of Ulster Transport Authority no 47;

GWR double-framed 4-4-0s. (Railway reflections [No. 39]). Michael Rutherford. 153-61.
Problems with former Brunel baulk road as had very little resilience. Gooch-style ssandwich frames helped as tended to flex. Dean had to face the problem of gauge change. Had relied upon 2-4-0 for express work, but not easy to convert to 4-4-0 or 4-2-2 as slide valves were under cylinder block. The 0-4-4Ts used for express work were criticised in the wake of the Doublebois derailment on 16 April 1895 were converted to 4-4-0s (3521 class). Boiler evolution is described, as is the contribution of F. G. Wright, Chief Draughtsman from 1892 to 1896. Illus.: 2-4-0 No 3237; No 7 Charles Saunders; No 3274 Cornishman; No 3303 Marlborough; No 3312 Bulldog; No 3310 Waterford; No 3352 Camel; No 3374 which at various times was Baden Powell, Pretoria, Britannia or; Ex Badminton No 3294 rebuilt and renumbered as no 4102 Blenheim; Bulldog No. 3446 Goldfinch; Locomotives; No 3208 Earl of Plymouth; No 3440 City of Truro;

Victorian LYR. J.S. Gibson. 162-3.
illus.: Hurst goods loco no 703; Hurst No 622; Jenkins standard goods No 82; A variation of the standard Hurst express engine no 609 Vesta; Hurst goods no 709 Ganymede; Jenkins standard no 37 of the 303 class;

Electrification battle. D.W. Winkworth. 164-7.
Electrification from Sevenoaks to Hastings and Bexhill West. Sir Herbert Walker failed to convince the Southern Railway Board that this proposal, which required special stock, would have been viable in 1937.illus.; (b&w):Schools no 30900 Eton about to enter Somerhill tunnel on 16 April 1955; No 30935 Sevenoaks entering Robertsbridge on 25 May 1957; L class no 1766 on stopping train south of Grove Junction on 2 June 1947; No 31162 at Crowhurst with Bexhill p&p set on 12 April 1958; Q1 no 33028 on a freight at Wadhurst on 12 April 1958; and The Conqueror EMU train stops at Orpington on 26 May 1987 (all author)

The Newmarket & [Great] Chesterford railway. James Faircliffe. 168
Notes on a railway which closed in 1851, and substantial remnants of which still survive. illus.: Map of the Newmarket at Chesterford railway; Newmarket old station;

Rolling stock focus - Maunsell Southern steam stock. David Jenkinson. 169
Colour feature.: Corridor second no S1236S (B.R. Oliver); Push-Pull set no 618;

Colour files - Scarborough Central. 170-1
Colour feature.: Metro Cammel DMU; Scarborough station with signal gantries on approach both on 4 March 1965 (J.S. Gilks); A collection of NE barrows huddled round a post box; Is this the longest platform seat? Platform !; Tiled map of the North Eastern Railway on 26 May 1974 (seat was year later) (C.J. Gammell);

Readers' forum. 172-3.
London Transport surface stock. Michael J. Smith.
See page 57. Eight car trains were restricted to the District mainline and could not operate to Edgware Road. O and P stock was mainstay of Metropolitan Uxbridge services, until stock was transferred to District Line.
London Transport surface stock. Martin Bird.
See page 57. Putney Bridge to Edgware Road service used four cars, and Wimbledon to Upminster six cars, at time of photograph of set at Edgware Road. Sets were augmented for both services in rush hours by two cars at Parsons Green or Putney Bridge.
Iron girders. J. Heath.
Contributes to feature by Keith Horne (Volume 11 pages 185, 308, and 446 and letter on page 576) which refers to the three cast iron arches each spanning l00ft which took the Midland Counties line over the River Trent (at Red Hill) to Leicester (1839/40). Another letter on this topic by R. Keight (page 288). These were supplied by The Butterley Company at a cost of £9,744 12s 4d (Butterley Folio Derbyshire Record Office dated 26th March 1840). Butterley also supplied a 36ft cast-iron bridge for the Derby Curve (north side of Derby Station) and three other bearer bridges on the line. Horne ascribes this rightly to Joseph Glynn who had joined Butterley by 1820, but it should be remembered that the Butterley Company under William Jessop (the younger) had already produced two very large cast iron bridges Vauxhall Bridge, London, designed by Sir Samuel Bentham who chose cast iron because it was cheaper than masonry, opened in 1816, with nine arches of a 78ft span and the John Rennie designed bridge to cross the river Gomptee at Lucknow. The 2,560 pieces for this bridge arrived in 1816 although the bridge was not erected until the 1840s. Josias Jessop (son of William) used a shorter cast iron beam on the Cromford & High Peak Railway (1825-30), which still exists. Also further information on the the Howe iron truss in Russia, and the long-span double-intersection Howe trusses pioneered on the Western Railroad in America (see J.G. James: The application of iron to bridges and other structures in Russia to about 1840). These were described as wooden laminated arches and Howe trusses when in 1871 the seventeen were replaced by Warren-truss bridges manufactured and erected by Andrew Handyside of Derby. The names of bridge manufacturers are not easily available.
Irish Terrorism on Victorian Railways. Francis Voisey
See page 11: Addenda: at about 7.00pm on Monday 26th April 1897 an explosion occurred on Metropolitan Railway Inner Circle line train as it was coming to a stand at Aldersgate Street station. Much glass was broken and part of the station roof was blown off. Two passengers waiting on the platforms subsequently died. Inspection of the coach showed that an explosive devise had been planted, but nobody was caught.
The Mersey Railway. Roger Jermy.
See Volume 11 page 586: comment on proposed connection' between the Great Central Railway (south of Upton station) and the Mersey Railway at Birkenhead Central station: some work on this line took place and writer speculates on usefulness of such a line on reducing road congestion today.
Beneath King's Cross. Norman Pattenden.
See Volume 11 page 563: in the early 1970s writer was Assistant Station Master at King's Cross (BR ER) and several of the tunnels described by Mr. Smith were familiar to him, having, at various times in the course of his duties, he had to walk them. What is, perhaps, surprising, is that the commencement of the Westem Up Curve formation was still plainly visible as it veered away on a right-hand curve from the Eastern Up Curve a short way into the tunnel from York Road station. The tunnel formation ran for several yards until it became blocked by rubble and a brick wall. Cites further sources of information and gives details of problems of working Hotel Curve. Further letter H. Rees on p. 344 from who noted that he could heear escalators from shaft down to King's Cross subterannean signal box.
West Clare Railway. Brian Syddall
See page 658 (Volume 11). Reminiscences of visit in 1954 when steam-hauled passenger services had ceased, but writer managed to ride on the footplate of a steam-hauled freight which failed and he had to complete journey back to mainline station on foot..
Edward Thompson. N. Hill.
See page 556 (Volume 11). Comment upon the P2 and V4 classes (the former carved up as the A2/2 which writer thought looked rakish): KPJ: he should have seen the P2 locomotives, which even in WW2 black looked absolutely magnificent, and by far the grandest locomotives ever seen by him, and must serve for all the comparable US and European giants which he failed to see: if more had seen them there would be fewer enthusiasts resurecting GWR Saints and steam railcars and doing something really worthwhile! See further important letter by van Riemsdijk on page 288.
The Hawkshaw singles of the LYR. S.G. Allsopp.
Discourse between writer of original feature (page 368 of Volume 11) and Brian Orrell (Volume 11 page 688) (Allsopp also contributed on page 517 of Volume 11) concerning renewal of crankpins, the difficulties which such an action might cause, especially in nineteenth century, and the limitations that this imposed on modification.

Book reviews 174.
Going off the rails: the country railway in West Sussex. Bill Gage, Michael Harris and Tony Sullivan. West Sussex Record Office. RCR *****
"...this is a very interesting account of the branch lines radiating from Midhurst to Chichester, Petersfield and Pulborough. Not to be forgotten equally is the remarkable Selsey Tramway, affectionately remembered in the Foreword by Dr. Patrick Moore. This book deals in a very readable way with the birth, life and death of these lines partly culled from historical records, partly from personal interviews with those involved. Good value for money."
Dumfries Station Hotel, a Centenary. Andrew F Swan. Glasgow and South Western Railway Association. OC ****
"well-researched and informative booklet". Opened on 16th June 1897.
The Building of the Plymouth, Devonport and South Western Junction Railway. Stephen Fryer. author. TJE **
"text is turbid" "reproduction is muddy"
Early Bus Services in Ulster. M.L Kennedy and D.B. McNeill. Institute of Irish Studies, Queen's University of Belfast. SDW *****
"...in the reviewer's opinion a superb addition to the history of transport in Northern Ireland. There is a distinct railway connection in the subject matter of the work; the LMS Northern Counties Committee, the Belfast & County Down and the Great Northern of Ireland all being pioneers in the provision of road motor transport in Ulster." extensive bibliography and index.
A detailed history of British Railways Standard Steam Locomotives, Vol. three: The Tank Engine Classes. RCTS. AT *****
"...worthy addition to any modeller's or enthusiast's bookshelf. Miss it at your peril!"

A Derby Panorama [of works yard on 16 August 1966] K. Fairey. rear cover
New D7619-22 viewed within panorama.

Number 4 (April 1998)

The 'Brighton Belle' Pullman at Victoria. T.J. Edgington. front cover
June 1968: umber & cream.

The Backtrack Portfolio: through limestone hills. 178.
Full page colour. illustration. 4F 44243 (tender fitted with cover for snowplough duties) piloting 8F on freight near Peak Forest Summit in 1964, by Ian P. Travers.

Shades of old Euston. 179.
B&w illus of Platform 13 on 21 October 1947

Class 27s on Tayside. 180.
Colour feature by George Gall and Scott Cunningham: 27030 at south end of Tay Bridge; 27014 at Dundee Tay Bridge Station in 1984; 27029 with the breakdown train at Brought Ferry in 1981; Tay Bridge South signalbox; 27043 passing Magdalen Green, Dundee in 1979).

The Railway and the environment in the Britain of the 1880s. M.S. Elton. 182-7.
Didcot, Newbury & Southampton Railway proposed lines from Burghclere to Aldermaston; and from Winchester to Southampton and Bournemouth across the New Forest. Reactions from LSWR, residents of Bournemouth, The Times, and Commissioners for Woods and Forests. Personalities involved included Joseph Cutler, John Walter and Edward Waugh. Also mentions Chingford & High Beech, Braithwaite & Buttermere Railway Bill and other potential threats to woodlands and commons. Illus. (b&w): Hall class on water troughs at Aldermaston in 1957, by Hugh Davies; 31052 on North Hampshire Downsman (special) at Burghclere, by David Lawrence; 2240 at Litchfield, by last-named; 76019 at Winchester Chesil, by last-named; Ringwood station, by Hugh Davies, and 2240 at Eastleigh in 1960. illus.: A Hall in charge of a train at Aldermaston troughs; A railtour at Burghclere; Map of railways in and around Hampshire West; GWR 2251 class no 2240 at Litchfield; BR no 76019 at Winchester Chesil; Ringwood station; A service train at Eastleigh;

The Manchester, Sheffield and Wath Electrification. Part One. Roy G. Chapman. 188-92.
Mentions proposed Robinson 2-10-2 and Bayer Garratt designs to alleviate problem of climb to Woodhead, Gresley Garratt No. 2395; proposed electrification in 1926, and actual electrification started in 1936 and completed in 1954. Proposed electric extensions over Cheshire Lines and to the East to Annesley, Nottingham, and even to Banbury and Whitemoor. Lines actually electrified included Manchester-Sheffield/Wath and Glossop branch. Part 2 page 272. illus.: A GC loco with an inspection saloon leaving Thorgoland tunnel; A pair of Great Central 4-4-0s about to plunge into the Woodhead tunnel; A B1 no 61182 waits to pass the workings at the new tunnel; Dunford Bridge contractors town; The new bore; 4F No 44309; The new tunnel ready to go; Electric loco no 26036 passing class EM1 locomotive..

Western Region lampman. L.M. Whiteman; edited Edward A. Evans. 193-6.
Oil lamps for signals: personal experiences within period 1955-65 at Nelson & Llancaiach; Quaker's Yard; in the tunnel near the latter; and on the Dowlais branch. Illus.: 5673 at Nelson & Llancaiach; 5679 at Nelson and Llancaiach; 56xx class no 5679 about to pass Taff Bargoed; D6820; 5618 works hard as it tackles the 1 in 50 gradient between Bedlinog, and Quaker's Yard East Junction, all in 1964, by R.H. Marrows

The Highland Railway Directors' Saloon. Alistair Wright. 197.
(drawing: side el. Number 59).

Memories of the Midland-Part Two. Donald Rowland (senior). 198.
Work, mainly freight handling at Denby on the MR and LMS from 1914: illus. (b&w): Denby Station in 1956, by H.C. Casserley; NCB Denby Colliery No. 2, 0-4-0ST, Andrew Barclay 1080 in 1956, by T.J. Edgington; Denby Coal & Iron Co. No. 1, 0-4-0ST, Yorkshire Engine Co., 1895, in 1919, by H.C. Casserley, 44546 at Ripley on special for Skegness in 1950, and 44533 at Marehay Junction, Ripley on another special in 2950, by T.J. Edgington

New electrics and new Euston. R.N. Forsythe. 201-3.
Original guest editorial on Forsythe collection of "ephemera" (7-115). Publicity material in the period 1958-68 concerning electrification on the London Midland Region and the new station at Euston: includes a newsletter; pocket timetables; pamphlets and films).

Pick-up Goods. 204.
Colour photo-feature.: 31721 on Hawkhurst branch in 1959, by P. Ransome-Wallis; 58XX on Malmesbury branch in 1960, by Paul Strong; 30193 at St. Budeaux Victoria Road in 1962, by R.C. Riley; 3804 at Hawkeridge Junction, Westbury in 1964, by Paul Strong; Ivatt cl 4 at Kirkby Stephen East in 1967, by J.S. Gilks.

Shadowlands. 206-7.
Colour photo-feature: studies in light and shade: 6942 Eshton Hall at Birmingham Snow Hill in 1963, by T.J. Edgington; King's Cross station in 1961, and Liverpool Central by David Sutcliffe; and 44887 with an English Electric type 4 [class 40] at Carlisle Citadel in 1967, by Derek Cross.

Steam among the slates. Part 2: Penrhyn. David Sutcliffe (phot.). 208.
Colour photo-feature: 1961: narrow gauge slate quarry railways: locomotives: Blanche Hunslet 0-4-0ST works number 589; stub-end pointwork at Port Penrhyn; Linda, Hunslet 0-4-0ST works number 590; 0-4-0WT Cegin, Andrew Barclay 1891, also panoramas of quarries).

Railcar to Bridport. Dick Riley. 211.
Colour photo-feature. Cl. 121 55033 at Bridport station in 1969, Toller station in 1973, and West Bay in 1961).

The rise and decline of the twelve-wheel carriage -Part Two. David Jenkinson. 212-221.
LNWR/WCJS and Pullman vehicles. Part 3 begins page 253: illus.: A fine array of coaches at Wolverton; A Wolverton twelve wheeler as first coach of a train at Tamworth; Table 3; Wolverton built twelve wheelers 1895-1952; First class sleeping car no 151; Staff diner no 77 of the Royal train; Exterior of coach no 10421; Three views of the interior of no 10421; A 1907 sleeping car no 112; A WCJS composite no 381; Glasgow portion of the 2pm leaving Glasgow Central behind 'Cardean'; Royal Scot no 46146 The Rifle Brigade; Diagrams of the Wolverton Twelve-wheelers; Diagrams of the Caledonian Grampian stock; Caledonian Grampian brake composite; Exterior view of L&Y first twelve wheeler diner No. 212; Interior view of L&Y first twelve wheeler diner no 212; A GWR high capacity baggage van made for the Fishguard boat train; Bogie of preserved Pullman coach in Colorado; Pullman parlour brake first Arcadia; Southern;

Railway Reflections: the Signalling Revolution. Part One. [Railway Reflections No. 40]. Michael Rutherford. 222-8..
Development of power signalling from 1882, although much had been anticipated in Rapier's paper to the Institution of Civil Engineers in 1873. From 1882 George Westinghouse introduced combined hydraulic compreesed air systems, whilst Bianchi & Servettaz introduced fully hydraulic systems which were widely adopted in Italy and France. This syetm was licensed to Saxby and Farmer who developed an electro-pneumatic system. In 1894 Siemens & Halske developed an all-electric system in Germany. In 1899 a Webb and Thompson all electric power frame was installed at Crewe, and in the same year an electro-pneumatic frame was installed at Granary Junction Whitechapel on the GER using Union Switch & Signal Co. equipment. Track circuits were developed by W.R. Sykes and introduced at Brixton in 1864, but this was premature. Development took place in the USA under Robinson & Pope. On the LSWR, after a successful experiment at Graveley, 24 miles of four track mainline were controlled by electro-pneumatic signalling which lasted for sixty years. The NER used automatic signals powered by carbonic acid gas. The GWR used all-electric signalling following the reconstruction of Snow Hill, Birmingham whilst the CR introduced the huse electro-pneumatic system at Glasgow Central. Bernard Peter, the innovative and young signal engineer to the District Railway introduced illuminated panels at Mill Hill Park (Acton Town).. Article is informative about Nock. illus.: Stobcross East Junction signal box; The inside of Stobscross East Junction signal box; Crewe Gresty Lane signal box with its all electric frame; Granary Junction power frame; The first UK designed Westinghouse power frame at Bolton West; Ashmere Cutting signals gantry with low pressure pneumatic operation; Ex LSWR pneumatically operated signals at Basingstoke; A pneumatically operated set of points at Manchester London Road; Electro-pneumatic signals at Pilmoor; Electrically operated signals at Snow Hill; Glasgow Central; the signal box from the inside showing some of the 374; The largest power box ever built was at Glasgow Central; the signal box;

Signalling focus - Semaphores in West Yorkshire. Barrie Williamson. 229
Colour photo-feature: Castleford Central station; Methley Sidings;

Colour Files. Chris Fautley. 230-1.
Colour photo-feature "Southern Railway" raised lettering at Victoria Station eastern side; Battle 'SER mile post'; Brighton 'LBSCR' clock; Brighton 'LBSCR' crest; Ryde St John's Road ' Isle of Wight railway' logo; Dover Lord Warden Hotel built for the South Eastern railway; Dover 'SE&CR' carved into the stone above Dover Marine train shed as it;

Readers' Forum. 232-3.
Beneath King's Cross. Ed
Map Vol. 11 page 565 should have been credited to Alan A. Jackson
Camping coach holidays. Andrew McRae.
Using extra information incorporated in writer's Camping Coach Holidays. Part 2 (Foxline), some corrections are made to statements made in earlier Backtrack material in Volume 8 on page 62 and page 172. The dates stated as being 1955 should have been 1954: the notes referring to Aberlour and Cromdale apply to both 1954 and 1955. The evhicle at Limpley Stoke was there in 1956 and 1957. The vehicles at Kerne Bridge and at Wells were in situ in 1952 as well as stated. Mundesley-on-Sea hosted ten coaches in1959 and none of these were transferred to the NER. There is confusion between vehicle numbers used on ER and NER! Several extra locations are noted, including Overstrand in 1952.
Manchester South Junction & Altringham Railway — 150th Anniversary. J.R. Rowse.
Altringham Electric Railway Preservation Society's plans for celebration.
Whitehaven memories. Philip J. Ashforth.
Extensive letter, related to one by Martin Smith in previous volume (page 688) and original feature by Sydall on page 510 on ownership of Whitehaven collieries, their locomotives, and on Fletcher Jennings and their predecessors Tulk & Ley. Locomotives built by this firm are preserved in Mauritius as well as in the UK.
The Southern's goods traffic. Mike Goodall
Challenges statistics relating to the mileages quoted in feature by Erwood (page 104) for shunting locomotives:
The Southern's goods traffic. John Pearce.
Refers to rear cover of February issue where the vans within the illustration were constructed at Wolverton in 1957 to convey empty cans from them Metal Box Co in Carlisle to Libby creamery at Milnthorpe. Also refers to cartage by/for Southern Railway (Erwood page 104), and makes barbed comments concerning the 1968 Transport Act which strangled the carriage of containers by rail at birth.
Rushden to Vienna. John Macnab.
Archaic working methods for freight traffic after nationalization: sawn timber was still handled according to tree type and ultimate use; traffic still routed on pre-grouping basis. See page 76.
British railway braking systems. Nick Holliday.
See page 80: Clayton Tunnel accident had nothing to do with braking systems.
British railway braking systems. Donald Massey.
See page 80: Highland Railway was not a Westinghouse-braked line: only fitted locomotives with this brake to be able vehicles from neighbouring lines.
William Stroudley. Nick Holliday.
See Volume 11 page 595. Several errors, especially relating to the 0-6-0T Barcelona, noted in the somewhat contentious contribution by Williams, and disputes some of the dubious arguments, especially that relating to annual mileage achieved by Gladstone. The monograph by Reed (Profile Publications No. 32) states that Gladstone achieved nearly 40,000 miles per annum (not the "only just over 30,000" cited by Williams, and was comparable with the Stirling Singles - LNWR 2-4-0 Charles Dickens was a very special case
Liverpool electric trains, 1935-85. Brian Orrell.
See feature page 84: AEI did not take over EECo, but was saved by GEC of England - also observations on Vulcan group
Liverpool electric trains, 1935-85. Ken Swallow.
See feature page 84: Merseyside PTE did not become Mersey Transport Ltd, but operated under the banner of Merseytravel
Liverpool electric trains, 1935-85. Stan Roberts.
See feature page 84: Tommy Dicks vs Dicky Sams.

Book Reviews. 234
Reminiscences of the Somerset and Dorset. Alan Hammond .Millstream Books. CD ***
Third in Alan Hammond's series of recollections by former workers on the Somerset and Dorset line. "Just a couple of points, though, which might make any future volumes even more interesting and, indeed, valuable for other researchers. First, could we please have some biographical notes on the interviewees to supplement the sometimes rather slight information included within the recollections themselves? The dates of the interviews would also be useful. And finally, the memories of those who used this — or indeed any other — railway, as passengers or as dispatchers and receivers of merchandise, really would fill a yawning gap in the existing literature".
Southern Branch Lines C.J. Gammell, Oxford Publishing Co. MB ****
New edition of a work which originally appeared in 1986 and is well worth re-issuing, with the opportunity having been taken to update matters where necessary. The book is much more than a photographic survey, however, for each branch line is accompanied by a brief history, making it a useful source of quick reference as well. The contents are divided by counties, each beginning with a map, and there is also a handy alphabetical index of branches.
Model Railway Review. bi-monthly by Vancouver Print Ltd. MB ****
It is a brave move to bring out a new magazine in a crowded marketplace but this is worth a second look. It has arisen from the ashes of Modelling Railways Illustrated which, following its sale by Irwell Press, went into a spectacular decline and now apparent oblivion. The team which saw Morrill rise to a prestigious position in the modelling magazine world is behind the new publication and in fact those familiar with the former in its later Irwell days will find themselves very much at home in Model Railway Review.
The Last Years of the Great Central Main Line. Robert Robotham.
The Great Central from the Footplate. Robert Robotham and Frank Stratford. Ian Allan. SDW ****
Originally published in 1986 and 1988 respectively. The reprints are timely and intended to celebrate the centenary, in 1999, of the former Great Central's London Extension. Both books are produced in the quality style which is Ian Allan's hallmark; pages are clearly laid-out, maps and diagrams uncomplicated and sharp and photographs superb. In both volumes the historical background is dealt with in a manner which is authoritative and affectionate; Frank Stratford's tales from the footplate bring the social history of the railway to the fore and strike a fine balance between information and adventure. "They are splendid books but your reviewer is left with two questions to ask. Why did the publishers not take the opportunity to bring the story of the present-day Great Central up to date and what on earth is the Notts. Forest cricket ground?"
Steaming into Birmingham and the West Midlands. Richard Coleman and Joe Rajczonek. W D. Wharton (Wellingborough). MR *****
Large format (10km by 9km landscape) hardback book containing 213 photographs which are, with very few exceptions printed one per page. The photographs are numbered and indexed, the pages are un-numbered. This album retains high quality of printing and production. The photographs begin with some from the lens of L. Hanson, featuring LMS views, notably ex-LNWR types in and around Birmingham New Street. The major contribution to the album, however, is from that very under-rated doyen of West Midlands photographers, Michael Mensing.
From the Footplate: Comish Riviera Express. Stephen Austin. Ian Allan. MR ***
This is a splendid idea from Stephen Austin. The old Through the Window- type of guide (first produced by the GWR for this route in 1911) has been married to a spoof footplate trip (once a favourite form of the late Dr. W. A. Tuplin) in 1957. There are also potted histories of the line, the train and the locomotives and this tendency to cram a quart into a pint pot is perhaps the book's main weakness. The book is a good read and its shortcomings are editorial rather than the fault of the author. It is not a cheap buy and potential purchasers should inspect a copy first.
The Plynlimon & Hafan Tramway. E.A. Wade. Twelveheads Press. D Joy ****
First published privately in 1976, this enlarged edition marks the centenary of the line's opening. There are some excellent scale drawings which will add to its appeal to the modeller.

On Bushey troughs. Cliff Woodhead. rear cover.
WD 2-8-0 coasts towards London on a mineral train. See letter page 409.

Number 5 (May 1998)

LMS 'Jubilee' 4-6-0 No 45595 Southern Rhodesia at Carlisle Upperby depot. Geoff Rixon. front cover.
8 September 1962

What price rarity? Michael J. Smith. 239
Guest editorial: comment following visit to a Transport Enthusiasts' Bazaar at London's Camden Centre: what should we keep, what should be thrown away?

Narrow gauge steam in Kent. Chris Gammell (phot.). 240-1.
Colour photo-feature of Bowaters system at Sittingbourne shortly before closure (14 June 1969): all W.G. Bagnall: 0-6-2T 2472 Alpha (1932); 2192 Conqueror (1922), 2624 Superb (1940) and fireless 2-4-0 2216 Unique (1924).

Taking a break by the sea. Arthur R. Nicholls. 242-5.
Historical sketch of excursions: at Easter in 1844 four locomotives with 45 four-wheel carriages set out from London Bridge; at New Cross (Gate) another lcomotive and a further 6 carriages were added, and at Croydon yet another locomotive and 6 carriages were added. This caravan eventually reached Brighton. The first excursions took place on the L&MR (to Sankey Viaduct) in 1830, over the Canterbury & Whitstable inMarch 1832, over the Garnkirk & Glasgow in 1834, and between Wadebridge and Wenford Bridge in 1836. The Bodmin & Wadebridge carried many to a public hanging at Bodmin on 13 August 1840. The Newcastle & Carlisle Railway ran a work's excursion on a Sunday for R.W. Hawthorne & Co. The involvement of Thomas Cook in the excursion business is noted, but particular attention is paid to excursions to Paris for exhibitions in 1855 and in 1861 for working class people (this latter is covered at length). The first day trip to France took place on 14 June 1843 and was organized by the SER. illus.: Illustrated London News; Ramsgate beach; Punch; A day at the races; Handbill; Excursion to Ashford; Illustrated London News; Thomas Cook's excursion to Paris; Illustrated London News; SER daytrip to France;

Alexander Henderson and the Great Central. Martin Bloxsom. 246-52.
Henderson was born on 28 September 1850. When 17 he entered Deloittes, Accountants to the GWR. He moved to a stockbroker firm and became a member of the Stock Exchange when 22. He developed business interests in Latin America, especially successful of which were those in the Buenos Aires & Great Southern Railway where the Government guaranteed a 7% dividend. In 1888 he became a director of the Manchester Ship Canal, and subsequently helped to bail out Barings Bank. He was invited to join the MSLR Board on behalf of which he formed a syndicate underwrite the London extension. Amongst his achievements with the GCR was the brilliant acquisition of Sam Fay from the LSWR, probably Robinson as Locomotive Superintendent, and Dixon Davies as Solicitor. He entered politics as an MP until raised to the peerage, as Lord Faringdon, in 1916 - he had been knighted in 1902. He was involved in acquiring the LD&ECR and in developing Immingham Docks. He was involved in merger proposals with the GNR, and later GER, but these were thrown out by Parliament. He resisted negotiating with the trade unions. He died in 1934 whilst still Deputy Chairman of the LNER. illus.: 11E Director no 429 Sir Alexander Henderson; Dividend account for 1906; Sir Alexander Henderson; Catalogue extract from Bassett-Lowe showing a clockwork Gauge 1 Locomotive; Class 9P Lord Faringdon No 1169; Sir Sam Fay; The opening of Immingham docks with the King and Queen in 1912. Fuller account.

The rise and decline of the British twelve-wheeled carriage - Part 3. David Jenkinson 253-60.
Part 1 page 132. Part 2 page 212. This part covers the post-grouping period and is mainly concerned with the LMS, although the GWR fitted a few odd vehicles, including two Hawksworth sleeping cars, with six-wheel bogies. On the LMS the design tended to be dominated by LNWR Wolverton standards, especially for sleeping cars, including two late M&NB Joint vehicles of 1927. Stanier retained twelve-wheel stock for 1st class, and some composite, sleeping cars and for both first and third class dining cars: the total output of stock of this type was 250 vehicles. See letter from J. Armstrong concerning ECJS. illus.: LNER Kitchen car no E2334E converted from a GNR composite dining car; No 4097 Kenilworth Castle at Somerton with a GWR sleeper at the head of; Kitchen car W9670W; Royal train staff sleeping car no 495; WCJS no 445 sleeping car as new in 1917 (see letter by John Lloyd on page 521 concerning this vehicle); LMS composite dining car no 10580; LMS first class sleeping car no 10389; M&NB joint stock no 2; A sleeping berth in the LMS sleeping car; LMS composite sleeping car no 10548; The exterior of first class dining coach no 3129; First class diner no 14; First class diner no 27; The interior of first class dining coach no 3129; Diagram of final LNWR sleeping car design; First class diner no 43 reworked to have loose seating; Inside diner no 43; The interior of buffet car no M105M; Third class diner no M105M rebuilt as a buffet car; A typical LMS first class sleeping car compartment of 1939; Composite sleeping car no 713; Royal train brake and power car no 31209 (broken up accoding to Knowlden on page 521); Table 4 Twelve wheeled carriages built to LMS design 1924-51. See letters p.289.

Via the Central Wales line. 261-3.
Colour photo-feature: Class 5 No 73095 (green) at Swansea Victoria in April 1963 (A.A. Jarvis); LNWR G2A No 48895 at on local freight at Penybont on 16 August 1962; Fowler class 4 tank no 42307 at Llanbister Road with "express" in August 1959 (G.H. Hunt); LNWR G2A no 48895 at Builth Road on pick-up freight (ibid); BR class 5 no 73097 hurries past Bucknell signal box on express; Knucklas Halt with 45298 on stopping train in August 1959 (G.H. Hunt); Knucklas Viaduct stone built with crenelated ends.

Interlude at York. David Sutcliffe (phot.). 264-5.
Colour photo-feature: A3 No 60046 Diamond Jubilee waits to depart with down Northumbrian on 22 May 1961; A3 No 60051 Blink Bonny waiting to take over from 4472 Flying Scotsman on special on 2 May 1964; York shed yard with K1 no 62028 nearest the camera; A1 No 60121 Silurian face to face with A4 No 60023 Golden Eagle; B1 No 61319 on the Scarborough line; NER J27 No 65874 at Waterworks Junction;

BR Standard 2-6-0s. 266-8.
Colour photo-feature: BR standard class 4 No 76039 near Nine Elms with freight in April 1965 (Geoff Rixon); BR standard class 4 no 76055 crossing Canute Road, Southampton, light engine with flagman in 1961 (Cliff Woodhead); BR standard class 4 no 76081 on stopping train at Hellifield in c1959 (Tony Wakefield); BR standard class 3 No 77009 at Polmadie on 10 June 1960 (John H. Hills); BR standard class 3 no 77015 at Hurlford in September 1962 (Geoff Rixon*); BR standard class 2 No 78013 at Chilwell in Sept. 1963 (*); BR standard class 2 no 78049 at Kelso station with single carriage on 20 July 1963 (J.S. Gilks); BR standard class 3 No 77014 with permanent way train at Allbrook (Southern Reg) on pw train in July 1967 (Les Elsey);

Limerick in 1950. Denis Callender. 269-71.
An extended photo (b&w) feature with brief history of railways in area and anote that Richard Osborne introduced the bogie carriage there in 1847/8. illus.: D11 no 302 arriving at Limerick; Limerick station; Back and forth at Limerick Junction; map of railways in Limerick area; ticket platform outside Limerick station; Dublin train backs into main line platform; Limerick junction; Limerick station booking office; The arrival of No 407;

The Manchester, Sheffield and Wath Electrification - part 2. Roy G. Chapman. 272-7.
Part 1 page 188. Originally it had been intended to use some of the stored NER Shildon locomotives, mainly as bankers, and number 11 was rebuilt for this duty, but became the Ilford depot shunter (26498 later 26510). Some mention is made of the NER express locomotive No. 13, but the article concentrates on 6701 (later to become Tommy), and the EM1 and EM2 classes. 6701 was tested in Holland. It had originally been intended to construct 88 locomotives, but his was limited to 64. The 57 EM1 (Bo-Bo) were constructed at Gorton Works using Metropolitan Vickers electrical equipment. The bogies were extremely heavy and rough riding and had the buffing gear on them. Some of the locomotives were equipped with train heating boilers and received names. The EM2 (Co-Co) had the buffing gear on the main frames. Silentbloc bearings were used to accommodate movement between the motors and the axles, and the class was noted for its smooth running. The whole class was sold to the Netherlands Railways. Regenerativer braking was employed and notes are given on how drivers were supposed to employ this device. See letters by Hughes and Jones (page 409). and by S.W. Davies on page 637 ( following further feature by Earnshaw on route on page 352). illus.: EM1 no 26023 new at Gorton Works; NER 2-Co-2 electric locomotive no 13; EM2 no 27004 leaves Manchester London Road; D5907 and D6971 on a delivery run to Doncaster; EMU on a local service; EM1 [now class 76] no E26040 leaving Woodhead tunnel; 76.007 and 76.016 double head a coal train; Woodhead station;

The signalling revolution - Part 2. (Railway reflections [No. 41]). Michael Rutherford. 278-84.
The article covers a number of topics including the development of the engineering institutions (including the formation of the Institution of Railway Signal Engineers in 1910. It also describes the position of the railway signal engineer to other senior engineers. Several senior signal engineers are discussed. Arthur F. Bound started with the British Power Railway Signal Co. where he was associated with the low pressure pneumatic system used on the LSWR. He went with Sam Fay to the GCR where he became Signal Superintendent in 1906 at the age of 28. In a paper to the IRSE he castigated lock and block and advocated speed signalling, cab signalling, track circuits and upper quadrants, He was responsible for installing three-position signals at Keadby (the other three-position signals were at Victoria, SECR, using General Railway Signalling Co equipment from Rochester (NY).The LOR was the first to use colour light signals, but the GCR was the first mainline company to exploit them (between Marylebone and Neasden). W.J. Thorrowgood, the Signal Engineer to the SR, would have opted for single colour lights with route indicators, but his contemporaries were against this.  R.G. Berry of the L&YR introduced the idea of a single lever performing more than one function at Southport and Blackpool Central. Route setting was introduced at Winchester Chesil by R.J. Insell, Sinal Engineer of the GWR and L.M.G. Ferreira of Seimens. A fuller implementation of this type was installed at Newport (Mon) but the GWR took no further interest in modern signalling. Arthur Ewart Tattersall came to be the Signal & Telegraph Engineer of the North Eastern Area of the LNER under John Miller, having worked under Bound in the Southern Area/GNR since 1921, prior to that he had worked for the Metropolitan Railway. Bound left the LNER in 1919 to become the firts Signal & Telegraph Engineer on the LMS where he introduced speed signalling at Mirfield, developed the Hudd system of ATC/AWS, and the tubular signal post with upper quadrant signalling. Elsewhere Tattersall developed electric interlocking at Goole (to control the swing bridge) and then at Thirsk, Hull Paragon and Northallerton using searchlight signals and route indicators. The most advanced installation of this type, the one at York, cost nearly £500,.000 and was delayed by WW2. The modern signal concept was born and fifty years later Bound's upper quadrants still remain in far too many places. illus.: Lancashire and Yorkshire gantry at Blackpool; The same gantry one year later with new signals; Moore and Berry's electro-pneumatic route indicator; Paddington arrival and suburban power frame; Southern; Route indicator board at Thirsk box; Croft signals and box; Signals at the entrance to Copenhagen tunnel; The approach to Hull Paragon; The view from Hull Paragon station; The relay room at Hull Paragon box Inside York signal box;

Colour files - Moorswater Viaduct. Philip J. Kelley. 285
Colour photo-feature: Moorswater viaduct crossing the East Looe river; View from the Moorswater viaduct overlooking the Moorswater engine shed for Looe branch (both 20 April 1962).

Rolling stock focus - Ferry open wagons. Paul W. Bartlett. 286
Colour photo-feature.: An SNCF ferry wagon (21 87 619 0 045-3) at Gloucester on 4 July 1977; BR ferry open wagon built Lancing 1957/8 and seen as departmental vehicle ADB715030 at Guildford on 9 October 1980; German ferry open wagon with stanchions (21  80 414 2 029-8) loaded with petroleum additives at Ellesmre Port on 3 January 1987; Societé Belgo-Anglaise des Ferry Boats wagon: 21 88 619 001-5 at Warrington on 20 Sept 1981. See letter from Knowlden on page 521.

Readers' forum. 288.
Edward Thompson. J.T. van Riemsdijk
Refers back to Mr. N. Hill's letter (page 173) which in turn refers to feature in Vol. 11 page 556. J.F Harrison is often quoted as stating that the Peppercom Al was the engine Gresley would have built had he lived longer. Fine engines though the Peppercorn Pacifics undoubtedly were, writer could not believe that Gresley would have designed them like that, because they went against several of his main design principles. He tried to avoid putting a cranked axle in the leading coupled position, because of the increased risk of flexure due to flange pressure on curves or when track conditions induced hunting. He also did not believe in placing large masses well forward in the locomotive because this could aggravate the swaying of the front end, and with a Pacific the heavy firebox at the rear could make things worse by producing a "dumb-bell" effect. His Pacifics had the inside cylinder somewhat to the rear of the outside ones. The riding of the Peppercorn Pacifics showed the superiority of the Gresley scheme, which doubtless owed something to the similar layout, but with four cylinders, of the Maffei Pacifics which first appeared in 1908.
Peppercorn's 50sq ft grate was difficult to justify, in the absence of a mechanical stoker and given reasonable coal. Gresley used this grate on his 2-8-2s, of course, because it was advisable where really hard slogging was required over a relatively short period, to keep the fire in good shape. By the same token, a 50sq ft grate was advisable for the LMS 'Duchess' because of the gradients at Shap and Beattock, but the LMS engines had a tube bank better matched to the grate than the LNER ones because, unlike the P2s, the 'Duchesses' were intended for long-distance work. Gresley's smaller Pacific grate proved more than adequate for the East Coast Main Line and was excellently matched to the tube bank.
Thompson's B1 could hardly have failed to give a good account of itself when new, as it had a boiler with identical heating surfaces and gas areas to that of the B17 (only slightly strengthened to allow for 251b extra pressure, and lengthened at the grate by one majestic inch, it was in fact the same boiler). The cylinders were the improved K2 type first used before the war in the rebuilding of Atlantic No.3279, with long travel outside Walschaerts gear. Thompson's own contribution produced the failings of the class, namely rapid deterioration and rough riding. No doubt to keep the weight down, undersized axleboxes were fitted (smaller than those of the K2 with only 1801b pressure) and the balancing was adjusted to keep down hammer blow and make possible a greater route availability. The result could be heard over the greater part of the Eastem Region, though the route availability was not as great as that of the V4s, which were slightly lighter and, more importantly, enjoyed the superior balance provided by three cylinders, which would also have allowed the V4 to run quite as fast as a B1 should ever have been allowed to run. But Gresley would not have built 400 of them. He preferred smaller numbers of more specialised machines, like Churchward who produced ten standard types for the Great Westem, a much more compact and homogeneous system than the old LNER.
Iron Girders. R. G. Keight.
Refers to letters by K.J. Bowen (October 1997) and J. Heath (page 172). Attempts to clarify, albeit in a non-railway context, that which is questionable, namely 'casting' lengths of wrought iron, which is not possible, as opposed to casting molten iron into beam lengths which can be done but will fail, due to its low strength when used as such.
Cast iron derives from an ironstone/limestone/coke/melt and is poured in every case into moulds formed generally by pattems. The term 'wrought iron' is derived from a process of heating iron 'pigs' of cast iron, hammered and then reduced by rolling. The term 'wrought iron' also gets confused with steel, which can be produced as RSJ (Rolled Steel Joists), currently known as BRB (British Rolled Beams). Naturally the composition of the iron/steel mixture can be varied, depending on its application.
Turning now to the cast iron part of the correspondence—its use in bridge construction and its practical cast length—if ever there was such a (modern) animal, due to its weak intrinsic properties, it was discarded in that form 200 years ago.
During the years 1776 to 1820, everybody it seemed was building bridges in cast iron, and although the years 1776-9 marked the building of the first iron bridge, at Coalbrookdale, Shropshire, iron founding did not become a growth business in Great Britain until well after 1750 when the results of Abraham Darby's work at Coalbrookdale became disseminated. (Charcoal iron production has been disregarded specifically in this context).
Even by the early nineteenth century substantial iron foundries were not common—a small list would show Coalbrookdale, Butterley, Hazeldine, Horseley Piggot and Walkers, &c.
A few small cast bridges still exist from c1796 particularly in Shropshire, but it was not until we arrive at Telford's work in Scotland did we see a marked movement, ie: Bonar Bridge over the Dornoch Firth; 150ft single span 1812, Craigellachie over the River Spey—l50ft single span 1814, in Wales the Waterloo Bridge over the River Dee at Bettws — 105ft single span 1815, in England over the River Esk at Carlisle —three 150:105:105ft spans 1820. All these castings were produced at Hazeldine's foundry at Plas Kynaston near the world-famous iron aqueduct in North Wales.
A one piece cast iron arch, like a plain beam was not viable due to the limitation of its physical properties (see above). But in all the bridges Telford designed, he used a cast curved segmental rib, as a voussoir would act in a stone arch bridge. Each rib measured up to about 30ft long and each curved rib was connected end to end to produce a circular arch for spans over l00ft. Each completed arch rib was then used in conjunction with four or five others in parallel when tied across to form eventually the basis of a load-canying structure; the thickness of rib depending upon the distance to be spanned.
The largest iron span designed by Telford was in fact of 170ft and was erected in 1826 over the River Severn at Tewkesbury. The man who developed Telford's design into a practical proposition was the Shrewsbury ironmaster William Hazledine, (1763- 1840) and fixing of all iron structures was done by his own workmen.
Retuming to Mr. Heath's question "how much does a bridge cost?", the answer depends, of course, but the Tewkesbury bridge cost £35,000 of which the iron contract amounted to £4,539.
Generally, we all know that Thomas Telford designed the Menai Strait Suspension Bridge and the Conway Suspension Bridge, (chain bridges). These chains comprised five linked wrought iron bars 9ft eye to eye, and spaced side by side and linked into a giant catenary from which the roadway was suspended. These bridges were constructed between the years 1819 to 1826. The manufacturing of the wrought iron chain bars was undertaken by ironmaster Hazledine, at his Upton Forge in Shropshire. For the statistical mind, the total number of bar links produced was 10,476 of which about  4% were discarded for various reasons. The cost of the Menai Bridge was estimated by Telford at £127,331 but this figure finally came out at £231,500. Things never change! The present suspension bridge was reconditioned during1940, using high tensile steel plate from which the new links were flame-cut.

Readers' forum. 289.
The rise and decline of the twelve-wheel carriage. J. Armstrong
Refers back to 12-253 to statement by Jenkinson that ECJS carriages followed GNR styling, but this is not wholly true. As photographs on page 134 show, the of ECJS stock was certainly square cornered, but whereas Doncaster's windows and body panels were taken right up to the to the cantrail, York (and Cowlairs) design in the clerestory era continued to include the eaves panel of earlier years, and this helps to distinguish Doncaster-built coaches in photographs of conremporasy East Coast trains.
To writer's eye the York-built coach, with its shallower windows and more widely spaced bogies, looks both more handsome and more modern. Indeed, the Doncaster products illustrated have something of a Bassett-Lowke look about them, not least because of the curiously short wheelbase. The reason for this is not clear; it is unlikely to have had anything to do with locking bars because both York-built and Doncaster-built carriages ran in the same trains. Perhaps Howlden's clerestory underframes were not strong enough to span more than about 40ft between bogie centres and the resultant overhang on a 65ft coach was deemed acceptable. After all, the platforms and end-vestibules of Pullmans overhung their bogies similarly and at least Doncaster's overhangs were symmetrical, unlike those on the strange- looking Wolverton offering pictured on page 133. As David Jenkinson says, GNER eat your heart out!
The rise and decline of the twelve-wheel carriage. Geoffrey Hughes
Refers back to 12-133 to statement by Jenkinson about the GER version of Scotch Whisky. The LNER Chairman, William Whitelaw, had a connoisseur's appreciation of his native ripple and has been reported as not pleased when he leamed that the North Eastern offered an inferior quality of whisky in its restaurant cars. Probably he didn't care much for the GER variety either! Anyway, he took a personal interest in the quality of Scotch to be offered to LNER passengers; there is a note in the minutes of an early meeting of the Hotels Committee to the effect that the Chairman had enquired about the stocks of Scotch whisky held.
Hawthorn, Leslie and The Highland Railway. Donald Massey
See page 141: Writer (Hon. Secretary, Highland Railway Society) refers to caption for photograph of Clan Slewart. The 'Clans' were unique in Highland passenger tender locomotives working south of Inverness in not having one or more examples dual-fitted; all the Highland's neighbours (GNoS, NBR, CR) were Westinghouse lines and in addition to through services, stock was sometimes borrowed for special occasions. The LMS fitted the 'Clans' for through locomotive working from Inverness to Glasgow, but while they were excellent locomotives for their native gradients, they were not so happy on the flatter, faster sections south of Perth; no doubt the 6ft driving wheels were a factor. The practice was therefore abandoned, and surprisingly was never re-introduced when in turn the 'Rivers', 'Crabs' and Black 5s came to be the standard motive power, even in BR days. The 'Clans' did have moments of glory when they were drafted to the (ex CR) Oban line after 1933, when they seemed to cope with the Stirling-Glasgow section.
Hawthorn, Leslie and the Highland Railway. C.J. Panther.
See page 141: Atkins described Hawthorn, Leslie's as a "small" locomotive builder. The combined production of R&W Hawthorn's and Hawthorn, Leslie's totalled 2,771 locomotives, definitely putting them into "medium" size. It is true that from the demise of Black Hawthorn's/Chapman & Furneaux in 1902 when Hawthorn, Leslie took over the goodwill and the amalgamation with Robert Stephenson's in 1937, the majority of production was "small" as in the industrial locomotive sense. Secondly, the extract from HL's drawing register is wrongly captioned. Hawthorn, Leslie's Works numbers 3286-9 are for the first, not second, batch of 4-6-0 'Clan' goods locomotives. The complete list is given. (Registers are held in Tyne & Wear Archives).

Book reviews. 290.
Handbook for Railway Steam Locomotive Enginemen. Originally published by British Transport Commission in 1957, reprinted Ian Allan. MB. *****
[From] the introduction by R.W. Harvey, Chief Operating and Motive Power Officer. "The object of this book is to help enginemen to become proficient in their duties. . . It is written with the object of giving a general description of locomotives and the principles involved in their construction and operation No better summary of its aim can be given and no better general explanation of the working of all aspects of the steam locomotive will be found.
LNER Pacifics in colour. Derek Penney. Ian Allan. MB *****
his photographs are outstanding...the colour tone and reproduction quality are excellent... accompanied by well-written and informative captions
Bagnall: a narrow gauge legacy. Narrow Gauge Railway Society. MR ****
Really issue number 156 of The Narrow Gauge, the Society's journal and includes details of six preserved locomotives, including Sea Lion of Groudle Glen and a longer piece by Allan C. Baker entitled 'Elusive Little Bagnalls" and covers the history of 35 examples originally ordered by various Govemment departments.
The Oxford Companion to British Railway History: from 1603 to the 1990s; edited by Jack Simmons and Gordon Biddle, Oxford University Press. MR *
This extremely damning review, relieved only by its record of the excellence of some of the unfindable content is reproduced in full elsewhere.
Cambrian Railways, 1859-1947. C.C. Green, Ian Allan. MR *****
This work consists of two earlier volumes re-issued, on good quality paper, as one. It is truly "railway history in pictures": a lifetime's collection of illustrations combined with knowledgeable captions by the expert on this railway. A must in any half-decent railway library.

Slogging through the Hope Valley. Michael Mensing. rear cover.
4F 0-6-0 No 44134 just west of Hope station.

Number 6 (June 1998)

BR Class 4 4-6-0 No 75077 at Basingstoke. P. Ransome-Wallis. front cover.
According to caption Waterloo to Southampton train, but according to Les Elsey (page 520) was a Reading to Portsmouth & Southsea working.

"What is the use of a book" thought Alice, "without pictures or conversation. Michael Blakemore. 295.
Editorial (Editor was former photo curator at NRM): difference between photography of today with ability to take multiple shots at very high speed with those photographers who took six plates out for a day's work to record trains at speed around 1910: partly a "plug" for Railways in Focus (NRM).

Class 50's on the Western Region. 296-7.
Colour photo-feature.: No 50 017 Royal Oak at Reading in blue but with yellow cab and large logo on 1 June 1985 (Paul Joyce); No 50.015 in blue livery at Exeter St Davids on 20 August 1976 (T.J. Edgington*); No 50 007 Sir Edward Elgar in dark green with NSE train at Great Malvern (*); No 50 024 Vanguard at Exeter St Davids in NSE livery (both latter in July 1988)(*).

The George England 0-4-0Ts of the Festiniog Railway. Andrew Wilson. 298-305.
In October 1862 the Festiniog Raiway advertised in The Engineer for firms to tender to construct locomotives designed by C.M. Holland (Table 1 lists selected tenders, including Manning Wardle, Vulcan Foundry, Hawthorn's and Avonside). George England was engineered to win the contract and Holland ignored the builder's advice concerning steam collection and the locomotives primed badly and the fault had to be corrected. The writer notes that the locomotives were twice as powerful as those used on the L&MR when opened. In 1867 two enlarged 0-4-0STs were obtained. From 1888 new boilers were fitted, and subsequently new cylinders were also fitted. Palmerston was lent to the V of RR in 1913/13/14/15 and 1921 - the driver was also hired. In 1919 the locomotive could not be hired to the V of RR as it was on loan to McAlpine in constructing the WHR. The form is still extant and Prince returned to service in 1955. for Festiniog railway steam locomotives. See letter by Low on page 520 concerning date of The Princess photograph cited as 1875, but probably earlier, and fitting domes to domeless boilers. Table 2;: Dimensions of locomotives; Table 3; Chronology of England 0-4-0Ts. Illus. (b&w with one notable exception): Small England no 1 Princess as in 1870 at Blaenau Ffestiniog; No 1 Princess as in 1875 at Duffws; Large England No 5 Welsh Pony c 1870 at Duffws; Large England no 6 Little Giant at Tan-y-Bwlch c1880 on down passenger train; No 1 Princess in 1940 at Glanypwll crossing, Blaenau (colour); Small England no 4 Palmerston on the Vale of Rheidol Railway with train in 1913;  Large England no 6 Little Giant on the Welsh Highland Railway at Dinas in 1923; Small England no 4 Palmerston on the Welsh Highland Railway at Tryfan Junction in 1924, Large England no 5 Welsh Pony in light blue about 1930,  Small England no 1 Princess as in rather neglected late 30s condition.

Metroland Joint [Metropolitan and Great Central Joint]. Michael J. Smith. 306-11.
Metropolitan Railway reached Harrow in 1880; Pinner in 1885; Rickmansworth in 1887; Chesham in 1889. The Chalfont Road to Aylesbury section opened in 1893, and the Aylebury & Buckingham Railway (opened in 1868) was taken over to assist with this extension. Verney Junction was reached in 1894. The MSLR/GCR obtained running power from Quainto Road to Finchley Road. Sir Edward Watkin was Chairman of both GCR and Metropolitan Railway, and he probably envisaged a merger of the two railways, but this did not happen. In 1901 the Metropolitan opened new tracks between Harrow South Junction and Canfield Place. In 1899 the GW & GC Joint Committee was formed and this led to the forcing the GCR being forced to guarantee the Metropolitan a certain amount of traffic. An Act of 2 April 1906 led to the formation of the Metropolitan & Great Central Joint Committee, but it was not until 11 June 1913 that full working arrangements were agreed. Restriction were placed on the GCR on traffic within the suburba area and the Metropolian complained about the Wembley Loop which provided the LNER with access to the Wembley Exhibition. Similarly, the GCR complained about the Metropolitan's West Harrow station opened in 1913. The Watford Joint Railway Committee was formed on 12 August 1912 and the line opened on 2 November 1925. The LNER used the General Strike to withdraw its services: the line has still to reach Watford. The formation of the LPTB brought many changes. It had no interest in Verney Junction, or Brill, or freight, or maintaining a large fleet of steam locomotives. These functions were either abandoned or passed to the LNER. See letter from Woolacott concerning joint joint ownership of Aylesbury station (page 520). illus.: Ex GC C4 no 5358; Metropolitan H class no 107; Map of the Metropolitan and GC joint; Metropolitan Electric locomotive no 18 Michael Faraday and LNER B17 no; Ex GC C4 no 6091 and a Metropolitan H class at Aylesbury; Ex GC A5 class no 5024; Ex Met H class no 109 now LNER H2 class no 6421; Ex GC A5 class no 5807; Croxley Depot sign; Lineside notices at Chalfont and Latimer.

1917 to Grouping - a cleaner's story. Jack Hewett as told to Paul Joyce. 312-16.
Includes memories of his father, John Hewett, who was a driver at Reading SECR. One of these occurred whilst working a Huntley & Palmers' excursion from Reading to Margate when a driving wheel broke on an F1 4-4-0 causing the coupling rod to buckle and penetrate the firebox. Fortunately, the train did not derail. Jack began as a cleaner on 18 April 1917 and experienced long hours ans strict discipline. Knocking up and fire lighting (using the sand furnace) are recountered. He was rapidly promoted to fireman, working on the C class 0-6-0s on freight. Accidents involving horses appear to have been fairly common. Part 2 is on page 16 of Volume 13.
Concluding part is in Volume 16 page 261. Additional articles describing Jack Hewett's father's railway life begin in Vol. 17 on page 104 and give some indication of how he was brought up in cottages on either side of the tracks near Shalford. Looking east from Reading General to the original SER inclined connection to the GWR; SER class F rebuilt by the SECR as an F1 no 187; SECR C class no 38; SEC F1 no 88 at Redhill; LSWR 700 class no 30697 on the turntable at Reading SER shed; Earley station;

Watford DC electric. John Edgington (phot.). 317.
Colour photo-feature.: Class 501 at Croxley Green and class 501 leaving Euston;

9F haulage in Cheshire. Bruce R. Oliver (phot.). 318-19.
Colour photo-feature: 92020 (former Crosti-boiler) leaving Sutton Tunnel with tank wagons; 92048 on  bogie iron ore hoppers near Heswell; 92014 and 92082 double-head train of tank wagons through Norton; 9F crossing Weaver bridge at Frodsham with tank wagons and 92026 (former Crosti) with tank wagons (all July 1967).

Western tank engines in Cornwall. 320-1.
Colour photo-feature: all by P.W. Gray except Saltash (T.B. Owen): 45xx class no 4564 arriving at Carbis Bay in Sept 1964; 64xx class no 6420 propelling auto-train onto Royal Albert bridge from Saltash down platform; Collett 8750 class no 9755 and 16xx class 1624 on china clay train from Drinnick Mill in July 1961; 45xx class no 4570 near St Ives; No 4565 on the Liskeard to Looe branch in August 1959.

East Lancashire Crossroads. Eric Bentley (phot.). 322-4.
Colour photo-feature: Bury Knowsley Street station on 29 June 1964; Jubilee No. 45661 Vernon on freight with a panorama of Bury on 9 August 1963; Class 5 No 44735 at Summerseat on 16 June 1962 with excursion for Southport; Class 5 no 44803 on freight on 17 June 1960; Jubilee no 45642 Boscawen on freight on 1 July 1964; Black Five on a Wakes Week special via Prestwich on 6 July 1963; train nearing Knowsley Street on 14 May 1964..

The Holmfirth branch. Alan Earnshaw. 325-32.
This very short (1m 28ch) branch was opened on 1 July 1850 and was worked by the MSLR (from Penistone), and by the L&YR (which owned it). In the early days many connections were missed. The MSLR organized an excursion from Manchester to view the devastation caused in the Holme Valley by the failure of the Bilberry Reservoir in 1852. Consideration had been given to extending the line to Holmbridge, but this did not happen. The passenger service lasted until 31 October 1959, which was a long time as the LMS had entered into an agreement with Huddersfield Corporation to run bus services in the 1930s. Freight lingered on until 1965. illus.: A Low Moor 2-6-2T at Holmfirth; Holmfirth station layout; The station at Thongsbridge before 1898; An LYR class A engine; Railways around Holmfirth; The goods yard at Thongsbridge 1959; The station at Thongsbridge 1959; An LYR Peerless 4-ton lorry; Holmfirth station in the 1930s; No 41258 leaving Holmfirth; The outside of Holmfirth station; No 42377 arriving in 1959;

Bogie steam locomotives - Part 1. [Railway Reflections No. 42]. Michael Rutherford. 333-40.
This article covered a lot of ground: Chapman obtained a patent for a bogie locomotive on 30 December 1912, and in 1814 a double bogie locomotive was built by Phineas Crowther at the Ouseburn Foundry on Tyneside to work on the Lambton Colliery Waggonway. The construction of a railway over the Semmering Pass was undertaken under Matthias von Schönerer. It had 1 in 40 gradients and severe curvature. The Chief Engineer was Karl Ritter von Ghega. John Haswell was Works Manager and constructed Norris engines for the line, initially 2-4-0 and subsequently 4-4-0. The Semmering locomotive trials of 1851 included bogie locomotives being entered: Wiener Neustadt by Günther (an 0-4-4-0) and Seraing a double bogie with double boiler by John Cockerill of Belgium. Baron Wilhelm Engerth developed bogie locomotives for the Semmering route. Back-to-back locomotives were one alternative, but the Fairlie was another. John Cross & Co. built Fairlie locomotives for the Neath & Brecon Railway (Progress December 1865) and Mountaineer for the Anglesey Central Railway, and a highly unsuccessful locomotive for a railway in Queensland. The Hatcham Ironworks became the Fairlie Engine & Steam Carriage Co. and the Festiniog Railway obtained an 0-4-4-0 Little Wonder from there in 1868.The French Péchot-Bourdon locomotives were very similar to the Fairlies and were intended for 60cm gauge military lines. Oil-fired Fairlies were highly successful in Russia (constructed by Sharp Stewart and later at Kolomna) and in Mexico (Vulcan). The latter weighed 138 tons. J.J. & A. Meyer of Mulhouse developed the 0-4-4-0T type and L'Avenir (a demonstartor) was built at the Compaigne de Fives in Lille. Further Meyers were built in France and Belgium, but steam leakage was a problem and campound Mallets tended to capture this market. Nevertheless, 98 of the Meyer had been built by Richard Hartmann of Chemnitz for the Royal Saxon State. Meyers were built by Bagnall, including Monarch (WN 3024) for Bowaters. Gaston du Bousquet was responsible for 0-6-2+2-6-0T freight locomotives for the Nord and Est lines. Jean Jacques Heilmann produced a Do-Do steam electric locomotive Fusée which was originally intended as a source of power for multiple unit trains and was equipped with a Lentz boiler. Two further steam electric locomotives (8000 and 8001) were acquired by the CF de l'Ouest. They had conventional boilers coupled to Willans & Robinson steeple compound engines. .illus.: Detail from a Chapman's patent of 1812; Engraving of bogie locomotive from Wood's Treatise on Railroads; Neath Abbey Ironworks design for a bogie design locomotive; Design for an articulated engine; Festiniog Little Wonder with C.E. Spooner on footplate; Seraing built for the Semmering contest; A broad gauge double Fairlie locomotive leaving Baku with an oil train; A Fairlie woodburner; Meyer-type 99.535 in Saxony in 1967 (P. Ransome-Wallis*); Design for the Weiner Neustadt; Kitson Meyer for Nitrate Railways of Chile constructed by Yorkshire Engine Co; French du Bousquet 0-6-2+2-6-0 articulated engine seen at Bobigny in 1951 (*); Monarch in 1954 (G. Alliez); Heilmann Do-Do steam electric locomotive.

Signalling focus - little and large signal boxes on the London & North Western Railway. Richard D. Foster (captions)/S.C. Dent (phot.). 341
illus.: Disley signal box; Llandudno Junction No 2 box;

Colour files - last rites on the S & D. [Somerset & Dorset]. Jeffery Grayer (phot). 342-3.
Colour photo-feature.: Destruction of the line in 1967: Evercreech Junction; Stalbridge station as the track gets removed; Blandford Forum station; Evercreech Junction; View from Midford signal box. See also letter from T.J. Beacon (p. 465) on Wickham gangers' trolley.;

Readers' Forum. 344.
Highland Railway Directors' saloon. F.W. Shuttleworth.
Two illus: on train at Lybster on 1 July 1903 and with gauging vehicle at Symington or Carstairs as LMS 45042.
Highland Railway Directors' saloon. John Macnab.
45042 not shown as part of coaching stock in 1953. In 1960 the vehicle was the Scottish Region's General Manager's saloon.
Liverpool electric trains. R.L. Vickers.
Largely written to acknowledge many addenda and corriegenda received and to question Sammy Dicks and other Liverpool slang.
British twelve-wheeled carriages. G.R. Weddell.
Feature begins on page 132. British Patent 10,173 of 7 May 1844 due to Joseph Wright appears to cover four, six and eight wheel bogies. Letter from Stephen Duffell (p. 465) which argues that Wright Patent had little influence.
Beneath King's Cross. H. Rees.
Refers to letter by Norman Pattenden in March issue (p.172): walked from spiral staircase down to Tunnel Box to Moorgate in 1982 and could hear the rumble from the escalators: staff called this "down the hole" as they did for Great Norhtern electrics from Drayton Park into Moorgate.

Readers' Forum. 345.
Kitson's of Leeds. Darryl Grant.
Kitson 3088, 2-4-2T: Victorian Railways (Australia) tended to purchase a pattern locomotive to make copies in Australia (Victoria had a protectionist policy): it is doubtful if the locomotive was built to the standard rather than 5ft 3in gauge. Cites Locomotive Magazine (August 1944) for an episode of locomotive history by J.C.M. Rolland.
Hawthorn, Leslie and the Highland Railway. Ian P. Smith.
"Recent" view of 1 in 13 climb out of Forth Banks works, also personal memories of apprenticeship there during period 1946 to 1951.

Reviews. 346
Steam Railway Guide for the British Isles on CD-ROM. KB **
quite well received
Cumbrian railways past & present - a photographic archive Vol. 1. Carlisle Library. AE **
not well received: "painfully slow"

Double heading through Rossendale - [pair of LMS Class 5s]. Eric Bentley. rear cover.
Yarmouth to Manchester extended to Colne during Wakes Week Holiday on 9 July 1966