BackTrack Volume 20 2006 Great Northern Railway D3 4-4-0 No.2000 at Grantham in June 1948 as repainted in LNER apple green livery, with company coat-ot-arms on the tender, tor hauling officers' specials. (J. M. Jarvis/Colour-Rail NE36) Published by Pendragon, Easingwold, YO61 3YS

Number 1 (January)

Eat, drink and be wary. Michael Blakemore. 3
Sponsorship and the delights of drinking whilst travelling (which the nanny state is threatening).

On the Midland South of Manchester. Alan Tyson (phot). 4-6.
Colour photo-feature: 45705 Seahorse with Buxton express waiting to depart from within Manchester Central Station on 29 June 1965; Class 4 2-6-0 43047 festers in Platform 9 on 10 May 1966; 8F 48324 drags freight up 1 in 90 towards Chinley North Junction on 21 January 1967; DMU at Buxton on shuttle for Millers Dale; 8F 48673 heading towards Manchester with coal train at Buxworth on 30 April 1966; 48189 on mineral empties at Chinley on 24 March 1962.

Groome, Brian with Anthony R.P. Vent. Guard Groome and the 'Wall of Death'.  7-11.
Memories of life as a guard on Southern Region electric multiple units and on freight trains during the 1950s. Working days could be very long, especially as his home was at Polegate in East Sussex. The Wall of Death was the Sutton to Wimbledon line and presumably related to the curve at Sutton. One of his most bizarre episodes was the use of his wooden paddle to clear the third rail from snow to keep the multiple unit running on the climb to Crystal Palace. Southern England was still remarkably rustic: loading boxes of mushrooms at Amberley into a steam-hauled freight, for instance. Earlier memories were in Volume 18 page 626 et seq.

Williams, Sitwell.  A fleet review [Naval names applied to LMS 5XP Jubilee class]. 12-17.
Names of naval battles; admirals, ships. especially battleships, battlecruisers, aircraft carriers (Glorious, Furious and Courageous), gun cruisers, destroyers (Express and Fearless), one submarine (Seahorse), Vindictive (a training ship), Defiance (a torpedo school ship) and Nelson's Victory. The author cannot explain the connection between the LMS and the Royal Navy (but many of the names may have been recycled from those used by the LNWR). Only 5706 Express carried a badge. Bibliography.

Snow Hill revisited. 18-20
Colour photo-feature: No. 6002 King William IV with 07.20 Pwllheli to Paddington on glorious 12 August 1961 (Michael Mensing); 6861 Crynant Grange approaching with transfer freight in November 1957 (T.J. Edgington); 6016 King Edward V on up Cambrian Coast Express on 2 December 1961 (MM); GWR railcar W14W in carmine & cream livery in station in 1955 (TJE); GWR parcels car No. 17 (in very odd livery or light) on 12 October 1956 (TJE); class 116 DMU on Great Malvern working in 1957 (TJE) and Coronation class 46237 City of Bristol with up train from Birkenhead (which 46237 presumably had joined at Wolverhampton) on 28 April 1955 (train in carmine & cream), steam emerging from top-feed. (TJE)

Mann, John D. Services not suspended. 21-3.
The remains of the Stour Valley line which used to link Marks Tey with Cambridge and still offers One DMU service to Sudbury plus the activities of the East Anglian Railway Museum.

Hill, Keith. A journey by design. Part one. 24-31.
Railway station architecture: text plus some wonderful luminous colour photographs by the author: Needham Market, Stowmarket, Downham Market and Bury St Edmunds. The survey is broken down by style and archtect then by individual stations (where illustrated these are shown in bold): Philip Hardwick's Euston, including the Doric Arch (29 September 1961); and Great Hall (Christmas 1960), and its lavatorial replacement (1980). Text includes their demolition and the involvement of luminaries, such as Betjemman, against the corrupt Minister of Transport. James Pigott Pritchett's Huddersfield and John Dobson's Newcastle remain, but the an attempt was made in the 1970s to demolish this and replace it with some sort of bus sheltert. Thomas Prosser's York is described as being without equal as a large through station. Smaller classical revival stations include Canterbury West probably by Samuel Beazley and at Newark Castle and Lincoln St. Marks on the MR. Augustus Pugin was not directly involved in station building, but his Gothic revival style is evident in Tudoresque Carlisle Citadel, the work of William Tite and aat Perth (same architect); Windsor & Eton Riverside and on the MR at Thurgarton. Frederick Barnes fused the Jacobean and Tudor styles on the Ipswich and Bury St Edmunds and some of the glory of these is reflected in the author's colour illustrations. Another East Anglian massterpiece is at Downham Market. Jacobean styling, or should it be style, is evident at Worksop and at Brockleby on the MSLR. Battle station was the work of William Tress, who also designed the station at Rye. David Mocatta's station at Brighton is described but not illustrated. Likewise Francis Thompson's Italianate work is described but not illustrated, but the Italianate work of Thomas Penson at Gobowen and the anonymous? Italianatte work at Cupar is recorded as being the most important stion in Scotland in terms of completeness and architectural distinction.

Lucky dips [troughing]. 32-4.
Colour photo-feature of activity on water troughs: class 5 44873 hauling former Southern Railway (Region) corridor stock (not as stated in caption) picking up water from Castlethorpe troughs in August 1958 (T.B. Owen): Michael Bland and George A. Davidson (on page 126) both note the nature of the rolling stock, the former even noted that it was a regular Birmingham to Hastings working; class 5 44882 on up freight passing over Moore troughs (without troughing) in August 1966 (water softening plant and storage tank clearly visible) (Paul Riley); Princess Royal 46211 Queen Maud on Whitmore troughs with up Manxman in 1959 (M.G. Paine); Caprotti BR class 5 No. 73140 on Ruislip troughs in August 1962 with tender overflowing; 46207 Princess Arthur of Connaught (red) on up Merseyside Express picking up water from Castlethorpe troughs in August 1958 (T.B. Owen); 6959 Peatling Hall with up fast freight picking up on Goring troughs on 27 July 1963 (R.C. Riley) and 45686 St Vincent crossing Castlethorpe troughs with water cascading from tender of up express in August 1958 (T.B. Owen)

Great Northern [locomotives]. 35-7.
Colour photo-feature: LNER C2 (GNR C1) small Atlantic No. 3252 (in LNER lined black) at Hitchin in 1937; C1 No. 3274 departing Platform 15 on outer suburban working (lavatory articulated twins) in November 1939 (still in clean apple green); J6 No. 64253 heading breakdown crane past Wood Green on 13 September 1958 (support vehicle GNR clerestory bogie vehicle painted black? final remains of LNER dark blue?) (R.C. Riley); J52 No. 68824 with fully lined 68846 in background at Hornsey mpd (R.C. Riley); J50/2 No. 68922 (badly burned smokebox) outside Ardsley shed in 1962 (Historical Model Railway Society); GNR J22 class 0-6-0 No. 64239 at Grantham in 1959 (Derek Penney) and C12 No. 67352 shunting a Southern Region van onto or from a DMU at Grantham on 25 June 1958 (R.C. Riley). 

Vernon, Tony. The Yorkshire Engine Company: the Sturrock and Sacré years. 38-43.
Company was formed in 1865. W.G. Eden, a former diplomat was the first Chairman, although he was replaced in that role by Archibald Sturrock in 1867 who performed that role until 1870, but he remained a Director until May 1871 when he resigned to leave himself time for congenial pursuits". Alfred Sacré and Charles Sacré (Locomotive Superintendent of the MSLR) were also involved with the firm. Alfred Sacré left in 1870 to join Avonside. It should be noted that the Great Northern Railway was a customer for the firm's locomotives. Alfred Sacré was responsible for obtaining Russian orders for the Company. These included the Tambov-Koslov and strategically significant Poti-Tiflis railways. Edward Sacré ran the firm between 1871 and 1877. Fairlie locomotives were built beteen 1874 and 1877 including for the Mexican Railway. Major losses were made on supplying Perkins engine to the Admiralty. Tramway engines were developed but failed to sell well: two to Sheffield Corporation and two for Barcelona.In May 1880 the firm went into voluntary liquidation. See also letter from Edward Barnes (p. 190) on errors in works numbers of locomotives supplied to Spain..

Gregson, Keith. "One of the handsomest stations in existence" [Monkwearmouth]. 44-5.
Opened in 1848 now home of a small transport museum

Rutherford, Michael. Railways around Whitby (Railway Reflections No.117). 46-57.
An historical survey of railways which serve/d Whitby including the Whitby & Pickering Railway with which George Stephenson was associated and which in its genesis Rutherford calls an anchronism. The ferocious gradients on the lines aproaching the port led to two specific locomotive designs: the Whitby bogies (No. 1809 is illustrated in the Whitby shed yard c1890 and the W class 4-6-0Ts known as the Whitby Willies (No. 695 is illustrated in workshop official and as a 4-6-2T on a freight at Sleights c1920).

Signalling Spotlight: Great Western type 7 signal boxes. J.S. Beckey (phot.) and Richard D. Foster. 58.
Stourbridge Junction Middle (May 1986); Droitwich Spa (8 January 1994) and Malvern Wells (2 May 1993): see also letter (p. 190) from Russell Maiden concerning box at Droitwich Spa.

Crosse, J. Barry insight. 59-62.
Examination of some of the still extant locomotive maintenance records from Barry Works in the 1950s. See letters from Terry McCarthy and Ian Simpson on page 254: former observes that Barry Railway did not construct its own locomotives (all were supplied by outside manufacturers); latter makes observations about piecework. See also letter from Anthony Warrener on p. 190 concerning other locomotive works near Cardiff, notably those of the Rhymney Railway at Caerphilly and the Taff Vale Railway works in Cardiff..

Readers' Forum. 62
In the mountain greenery. John Macnab.
See 19 page 645 middle: the articulated twin (TSO E13162/3) formed part of the original tourist sets of 1933
Chessington and Elliot Junction. Alistair Nisbet.
See 19 page 557: Wimbledoon Chase was on Sutton line and station at platform level was unlike Chessington line stations; also in response to letter from John Macnab (19 page 574) concerning platform at Elliot Junction for Carmyllie Light Railway and location of quarries at Redford.
Railway golfing posters. Arthur Chadwick.
See feature in 19 page 634 golf course at Cruden Bay is very highly regarded and forms part of rounds of many American visitors, also special first class fares for golfers (no business permitted) provided by North Eastern Railway.
Tosh at King's Cross. Editor.
Editorial slip:
GWR '45XX' class. Roger Taylor
Location of lower picture on page 676 (Vol. 19): Fowey not Loswithiel
Loughrea. Stephen G. Abbott.
See feature on page 689 of V. 19 use of electric storage heaters to save the little Deutz locomotive from excessive effort, also the substantial number of passengers and quantity of freight on the train in 1967.
LNER Study Group. J.B. Sykes.
Addresses of authors (snailmail)
LNER racehorse names. John C. Baker.
See original feature page 333 and notable correspondence from Geoff Hughes on page 695 of Vol. 19: the names Lemberg and St. Simon..:
The 'Bournemouth Belle'. Peter J. Townsend.
See feature in 19 p. 740:
The 'Bournemouth Belle'. Geoff Skelsey.
See feature in 19 p. 740:
The 'Bournemouth Belle'. Lewis F. Cobb.
See feature in 19 p. 740:: Christchurch Priory not Abbey and some of Castleman's Corkscrew is still extant: Lymington Junction to Northam Junction.

Remains of the day at Chinley.Alan Tyson. rear cover.
8F 48324 climbs towards Chinley North Junction on 21 January 1967.

Number 2 (February)

The driver of LMS Horwich 2-6-0 No.42707 backs his locomotive through Willesden shed yard on 26th April 1963. (Geoff Rixon). front cover

Wasted on the young. Alistair Wasey. 67.
Guest editorial written by a twenty-year-old trainee chemical engineer who argues strongly that Backtrack should remain on its excellently maintained tracks and should not wander off in the ill-conceived directions which have been followed by some of its contemporaries.

The Southern's Q engines. 68-9.
Colour photo-feature (all by Roy Hobbs, except one by R.C. Riley): Q class 30543 with snowplough attached at Redhill shed in February 1964; 30547 at Southwater shunting loaded coal wagon of a freight; Q1 class: 33003 on Hither Green shed on 6 June 1959 (R.C. Riley); 33006 at Hook in DEcember 1965 on paermanent way train (in connection with Bournemouth electyrification); 33015 and another Q1 class 0-6-0 with an engineers' train at Guildford on 4 October 1964.

Brooksbank, B.W.L. Railway damage and disruption in World War II: Merseyside. Part 1. 70-6.
This Part is restricted to a detailed description of the railways which served the docks and industries of Liverpool and Birkenhead at the outbreak of WW2 together with an analysis of their limitations, especially the lack of connectivity between tthe lines which had been built in competition with each other. The lines had been constructed by the LNWR, L&YR and CLC north of the Mersey. The Liverpool Overhead Railway was restricted to passenger traffic, but the Mersy Docks & Harbour Board operated railways into most of the Liverpool Docks. In Birkenhead the LNWR and the GWR were the main operators, but the LNER was also present. The Mersey Railway, like the Overhead, was a passenger railway. This part also discusses the severe winters of 1940, 1941 and 1942 which caused severe disruptions to railway services. Train services, both passenger and freight, are also described in general terms. See also letter from David Catton (page 190) who questions stated location (Seaforth) of maintenance depot for Southport/Ormskirk electric multiple units (rather than Hall Road and Meols Cop)

A small Scottish ragtime band. 77.
Colour photo-feature: K2 Ragtimers with side window cabs and names: 61764 Loch Arkaig at Glasgow Eastfield mpd in June 1960 (Gordon Green: Colour Rail SC1293); 61791 Loch Laggan assisting ailing K4 61995 Cameron of Locheil out of Glenfinnan station in March 1956 on Glasgow to Mallaig train (J.M. Jarvis Colour Rail SC737); 61783 Loch Sheil [sic] at Craigellachie on local freight in April 1956 (J.B. McCann Colour Rail SC916)

South Wales Class 37s. Tom Heavyside (phot.). 78-9.
6918 passing 6922 at Radyr on 25 May 1973 (both on loaded coal trains); 6922 on up coal train passing Crumlin on 21 May 1973; 37 225 passing Ebbw Junction, Newport with coal train for Cardiff on 26 March 1976; 6976 passing Celynen North Colliery with empties for Aberbeeg on 21 May 1973;  37 224 arriving at Tondu with loaded coal train on 25 March 1976.

Wells, Jeffrey. Concrete progress: the railways and reinforced concrete. 80-5.
Mainly excavated from the Railway Gazette (does not cite recent contribution by Nigel Digby in Railway Archive (2005 (11) 77 et seq which notes pioneering work performed  in North Norfolk by William Marriott). The illuustrations trace most of the story, but textual references include a bridge in mass concrete designed by Henry Fowler near Gloucester Road in 1867 (this had a brief life); structures on the West Highland's Mallaig Extension by Robert McAlpine, notably Glenfinnan Viaduct. The Hennebique system was applied in works for docks at Bristol and Swansea by the GWR and by the GCR at Immingham.

Hill, Keith. A journey by design. Part Two. 86-93.
The quality of the excellent illustrations is drained by the shocking pink used as a background to the text (which also makes reading difficult). Text mentions the cottage orné style adopted at Machynlleth and between Bedford and Bletchley (to reflect the proximity of the Duke of Bedford's Woburn Estate). The majestic Gothic style is evident at Bristol Temple Meads and at Paddington. A digression notes how Brunel sketched out his initial station diesigns and how these were translated into plans on steel engravings. Sir Matthew Digby Wyatt was responsible for most of the extant work at Temple Meads and for the decorative work at Paddington. The trancepts and the adjacent oriel windows on the Eastbourne Terrace side receive special attention as does the fine hotel; the work of P.C. Hardwick. Sir George Gilbert Scott's hotel and offices togetther with William Barlow's superb roof at St Pancras are examined at considerable length and this includes Sir John Betjeman and Nikolaus Pevsner's endeavours to ensure Grade I listing. Edward Wilson's Gothic frontage to Liverpool Street is also commended. Lesser Gothic structures were at Middlesbrough, Suinderland and at Knighton. John Wilson and W.N. Ashbee's free Renaissance style produced the lavish and colourful Norwich Thorpe (which is reduced to corner shop catering after the city's early curfew: the extravagant exterior demands a more loved interior); Bolton Trinity Street and Wemyss Bay exemplify the worst and best in early twentieth century stations. James Miller and Donald Mathieson were responsible for Wemyss Bay and for Glasgow Central.Stirling was also improved by Miller. The magnificent Waterloo was praised by Pevsner and the Victory Arch adds a poignant quality worthy of its lately acquired and brief International status. Praise is heaped upon Exeter Central; Doncaster's new building is noted. Brickbats are hurled against Euston and New Street, but building conservation in recent years receives commendation..

Merritt, Keith. By train to Ascot Races. 94-5.
Illustration of Ascot station on 7 June 1956 (photo: J.S. Gilks) sets the pattern for a very brief account of the peculiar needs of racegoers to Ascot; notably a ready availability of return trains once the races are over; a great demand for first class accommodation and the special fascilities provided as part of electrification in 1938.

The pride of Horwich. 96-7.
Colour photo-feature: Hughes/Fowler class 5 2-6-0: 42827 on fitted freight at Acocks Green heading towards Leamington Spa on 31 October 1958 (Michael Mensing); 42789 on shed at Farnley Junction on 1 June 1962 (Gavin Morrison); 42863 hauls empty stock out of Bradford Exchange in May 1963 (D.J. Mitchell Colour Rail BRM 2247); 42732 at Lancaster Green Ayre shed in September 1962 (Geoff Rixon); 42928 arriving Hellifield with slow Morecambe to Leeds passenger on 14 October 1961 (GM). 

Along the Pennine ways again. 98-103.
Colour photo-feature: previous feature under this title Vol. 19 page 610: 45565 Victoria leaving Horsfall Tunnel on Leeds to Blackpool excursion in May 1966 (Roy Hobs); 44767 (with outside Stephenson link motion and single chimney) at Halifax with express for Liverpool on 28 August 1961 (Gavin Morrison); Birmingham Railway Carriage & Wagon DMU designed for Calder Valley on Huddersfield to Marsden local on 4 April 1983 (GM); 70013 Oliver Cromwell crossing Nott Wood viaduct at Lydgate on 1 in 65 climb to Copy Pit on 21 July 1968 (Derek Penney); 45647 Sturdee on Copy Pit line with Leeds to Blackpool excursion in May 1966; D45 125 heading downhill through Marsden in April 1987 with Trans-Pennine express formed from Mark II rolling stock some in Provincial Railways livery with Trans-Pennine branding (Brian Magilton); 92205 on freight heading towards Standedge from Stalybridge on 1 May 1965 (David A. Hill); WD 90352 passing Rochdale with mineral empties in 1965 (BM); 70032 (formerly Tennyson) in its decline near Micklehurst on express freight probably not long before closure of the line (Derek Penney); 45593 Kolhapur climbing out of Huddersfield with Leeds to Llandudno train on 8 July 1967 (GM); 47 475 (in Regional Railways livery) leaving Dewsbury on Liverpool to Leeds express on 18 February 1990; WD 90339 entering eastern portal on Nelson tunnel at Standedge on freight on 25 July 19665 (Bruce Oliver); Caprotti class 5 73131 heading towards Mossley on Llandudno to Leeds train in July 1966 (BM) and 44727 passing Trans-Pennine Class 124 DMU near Mirfield in July 1965 (David A. Hill).

Stirling, David. Station masters, guards and grouse moors: staffing the Highland Railway. 104-9.
The mighty LNWR had 17.42 employees per track mile as compared with 5.22 on the Highland: nevertheless, receipts per employee were actually higher on the Highland (the illustrations manage to gather together a large number of this "small staff"). The telephone was not used for long distance communication until WW2 and reliance was placed upon the telegraph. Terminology tended to differ from other railways: station masters were sometimes known as "agents" and pointsman, rather than signalman, was used for staff who operated the somewhat rarely used points and signals. Only the larger stations had porters or clerks and in many locations the station master was the sole employee of the Company. Similarly the locomotive and permanent way departments had to manage with quite small complements. Some employees were taken or, or promoted, for the summer season when the lines were busier. Sometimes work was found for employees who had been permanently injured whilst working for the Company.

Rutherford, Michael. Railways and iron and steel developments around Teesside (Railway Reflections No.118). 110-16.
The primary thrust of these Reflections is the development of coal movement from the Durham coalfield to the North Sea for carriage by collier or for use in the iron and steel industry which was able to exploit iron ore deposits in the Cleveland Hills. Railways associated in this activity included the Stockton & Darlington Railway (although Rutherford directs the reader to more extensive sources of information, notably Tomlinson and also Maurice Kirby), the Clarence Railway, the Stockton & Hartlepool Railway (not authorised by Parliament until after its opening); the Hartlepool Dock & Railway Co. where the docks suffered from failure of the gates and infilling by sand. This failure led to the creation of the Hartlepool West Harbour & Dock Co. and the creation of West Hartlepool. As George Hudson feared that a competitor to his mainline interests might take over some of these local lines became part of the York, Newcastle & Berwick Railway from 9 July 1847. This part also describes the beginnings of Port Clarence and of Middlesbrough

Nisbet, Alistair F. Punch's Railway and the Winkle Railway. 117-21.
West London Railway provided/provides a route between the WCML and the Great Western mainline with the Southern lines at Clapham Junction via Kensington Olympia across the Thames (see Backtrack

A Northern excursion. Geoffrey Skelsey (phot.). 122-3.
Colour photo-feature: Alston with DMU about to leave on 18.35 for Haltwhistle on 3 May 1976; Battersby with two Metro-Cammell DMUs reversing and "crossing" on trains for Middlesbrough and Whitby on 5 July 1977; Hayfield with two two-car DMUs (one still in green livery) on 2 September 1967; Rowntree's Halt, York with DMU on 16.37 unadvertised service to Doncaster on 8 September 1977; South Shields with Metro-Cammell DMU on 16.00 to Newcastle on 24 April 1981.

Caledonian coaching stock miscellany. 124-5.
Photo-feature with captions by Jim Macintosh of the Caledonian Railway Association: four-wheel third No. 3054 being hauled by CR 0-4-4T No. 172 (fitted with cow-catchers - partial view) on Leadhills & Wanlockhead Light Railway; third class saloon No. 17 built in 1886 with station master at Dundee West alongside

Readers' Forum. 126
Lucky dips. Michael Bland.
See colour photo-feature on page 32: regular Birmingham to Hastings train with Maunsell corridor stock
Lucky dips. George A. Davidson.
See colour photo-feature on page 32: Birmingham to Hastings train formed of Maunsell corridor stock cites Gould
Railway golfing posters and Elliot Junction. W. Tollan.
See feature (19 p. 634) on golfing posters: notes that the GSWR built a coastal railway line to serve the great golf course at Turnberry: this was a beautiful railway which gave romantic views across to the Isle of Arran and down the Firth to Ailsa Craig. Noting the reference to the Carmyllie Railway and Elliot Junction (19 page 455 et seq) it is noted that fine marble quarried at the Carmyllie Quarries was used in Cologne (Koln) Cathedral: see also further letter (on stone for Cathedral and platform at Elliot) from John Macnab (p. 254)..
The 'Bournemouth Belle'. Charles Long.
See feature in 19 p. 740:: Note the rolling stock used for the Pullman service, much of it timber-bodied and on fire risk of rubber floor tiles and the far greater risk from canvas in roofs and gangways
The 'Bournemouth Belle.. Nick Wellings
See feature in 19 p. 740:: name of 21C19 French Line C.G.T. (la Compagnie Générale Transatlantique). 
F.W. Hawksworth. Robert Barker
See feature in 19 page 660: this includes an anecdote about Hawksworth's limited driving skill as exhibited during the General Strike.

Tracking through West London. J.S. Gilks. rear cover
Class 2 2-6-2T No. 41292 passing Earls Court Exhibition Hall on 16.45 Clapham Junction to Kensington Olympia train on 3 August 1960.

Number 3 (March)

The last BR steam locomotive 9F 2-10-0 No.92220 Evening Star. front cover.
stands at Bath Green Park shed in September 1962 whilst working on the Somerset & Dorset line. C. R. Gordon Stuart/Colour-Rail SD413)

I read it in the Papers. Michael Blakemore. 131.
Editorial based on historical extracts (100 years ago, etc) reproduced in Yorkshire Evening Press: newspaper based, like North Eastern Railway, in York: thus contains items of railway interest: Items noted included 4CC compound Atlantics, Travelling Post Offices, and a yob firing a pisto; from a train and fined 7/6 at Knaresborough Police Court in 1905.

Via Whitchurch. Eric Saunders (phot.). 132-3.
Colour-photo-feature: 47 079 G.J. Churchward (corporate blue livery) passes Nantwich with excursion on 3 September 1980; Sulzer 25 219 near Market Drayton Junction on one the smartly-timed Crewe to Cardiff semi-fasts on 15 April 1981; 40 035 with a stone train (bogie hoppers) near Nantwich on 3 September 1980; interesting DMU calls at Whitchurch on 2 July 1976 (much of former outpost of Cambrian Railways still visible); 47 089 Cyclops with short freight on 23 August 1980.

Smith, Michael J. "To this company's advantage...". 134-41.
Transfer of London Transport (ex-Metropolitan Railway) steam locomotives to LNER from 1937: Illus.: Metropolitan Railway G class 0-6-4T no 94 Lord Aberconway in photographic grey in 1915; Metropolitan H class 4-4-4T No 103 when new in 1920 (with maker's plate: Kerr Stuarts London); No 103 waiting to leave Verney Junction in 1935; LNER M2 0-6-4T 6157 Brill (Met G 97) at Chesham on 27 May 1939 (H.C. Casserley); Metropolitan Railway corrugated iron shed at Neasden on 11 July 1936 with E class 0-4-4T No. 80 visible and ghostly images of otheres (HCC);  E class L44 and L47 inside and outside their posh new 1930s style LPTB shed on 14 July 1939 (HCC); LNER Class L2 2-6-4T 6163 at Stratford after withdrawal from service on 4 August 1945 (HCC); H2 6416 pauses at Edwinstowe on 8 May 1946 (HCC); M2 No 9077 Charles Jones at Stratford on 4 June 1947 (HCC), and L2 9070 at Neasden. on 23 June 1948 (HCC). See letters in June Issue (p. 381) from Robert Barker (origin of name Brill, more info about Charles Jones and use of abbreviation Met by LPTB), Albin J. Reed (lined black livery applied by LNER) and Richard Hardy (retention by former Metropolitan Railway footplatemenn of distinctive overalls and caps) .

Grayer, Jeffery. Gone to the dogs! 142-7.
T9 class nicknamed Greyhounds: preservation of one locomotive (and how this locomotice came to be selected) and final days of working mainly in North Cornwall. Illus: 30709 at Exmouth Junction shed in 1956 (colour: Colour-Rail); 716 passing Havant with ex-SECR Royal Train on 19 May 1937 (Royal Navy Review?); 30709 pulls out of Okehampton with train for Plymouth on 4 May 1959 (colour: T.J. Edgington); preserved 120 on turntable at Eastbourne on Sussex Coast Limited Rail Tour on 24 June 1962 (colour: David Idle); oil burning 713 (electric lighting also clearly visible) at Fratton with train for Portsmouth & Southsea on 30 June 1948 ; 30313 waits at Wadebridge on 15 August 1960 (Alan Tyson); preserved 120 on a scheduled service at Berrylands on 30 June 1962 (colour: J.S. Gilks); 30709 waits at Padstow on 15 August 1960 (Alan Tyson) and 30717 also waits at Padstow on 5 May 1959 (TJE) (and not one bicycle visible)

Alexander, David. Arturo Caprotti and rotary camshaft valve gear. 148-54
Short biography of Caprotti which shows his close relationship with automotive industry; application of valve gear extended to marine applications as well as to locomotives; British applications; other rotary cam systems: Lentz and Reidinger and their application. On page 149 it is incorrectly asserted that Caprotti valve gear was fitted to a "few of the Prince of Wales 4-6-0s": David Hunt refutes this on page 573.Illus.: Claughton 5948 Baltic rebuilt with larger boiler and Caprotti valve gear in 1928: see letter from D. Lorriman (p. 318) which states that 5946 Duke of Connaught and not as stated; Arturo Caprotti (portrait); LNER B3/2 6166 as fitted with Caprotti gear in 1929; LNER D49/3 318 Cambridgeshire as fitted with Lentz oscillating cam valve gear leaving Darlington on express with GWR through coaches; LMS Hughes 2-6-0 13124 fitted with Lentz rotary cam poppet valve gear; LNER D49/3 328 The Puckeridge as fitted with Lentz rotary cam valve gear at Newcastle Central; first LNER P2 2001 Cock o' the North with Lentz rotary cam poppet valves at Doncaster in May 1934: remainder show locomotives fitted with Caprotti valve gear: Class 5s 44752 on Willesden mpd; page 152 (lower) 44755 with double chimney and roller bearings passes "Wernside" in 1948 — See Editorial grovel: Lost in Pennines: Penyghent not Whernside; 44687 with modified Caprotti valve gear, roller bearings and double chimneys and very high running plate at Derby in 1952; Standard class 5, 73127 with British Caprotti valve gear on turntable at Patricroft mpd (Alan Tyson); 71000 Duke of Gloucester at Llandudno Junction on 14 June 1962 (Alan Tyson). See also lengthy letter from J.T. van Riemsdijk on page 318 Walschaerts valve gear provides a greater range of cut-off settings than the Caprotti system which does not give greater exhaust dimesnions. Rotary cam valve gears suffered from compression at low speeds and made locomotives fitted with it weak on severe gradients. Kenneth Cantlie had stated that 71000 could operate at 3% cut-off, although this was of questionable practical value (Cantlie worked for he British Caprotti Company). Writer responds to the steam consumption data for 71000 noting that comparable figures were attained on French locomotives. Cites Phillipson's Locomotive design, data and formulae. The advantages of poppet valves included the separation of the steam and exhaust passages and the power required to operate the valves was less. The greatest improvement was when poppet valves were actuated by Walschaerts gear. Further extensive letters on page 381 from Philip Atkins who mentions that Hugh Phillips had shown him documentation which indicated that British Railways showed tentative interest in fitting King, County, Merchant Navy and (new) 9F  locomotives with Caprotti valve gear; Franklin poppet valves fitted to Pennsylvania 4-4-4-4s; applications of Caprotti gear in France and for Great Indian Peninsular Railway and Central Argentine Railway and decrease boiler efficiency of Pennsylvania 4-4-4-4s and No. 71000 and letter from Richard Hardy on LNER B3 class which were "fast, economical and comfortable".Also highly informative letter on page 702 from W.T. Scott on two GSR 400 class 4-6-0s fitted with Caprotti valve gear in 1930. .

Beattock. 155-7.
Colour-photo-feature: Class 5 45490 hauling and Fairburn class 4 42147 banking train of limestone for Colville's steel works on 3 July 1954 (road traffic on A74 is also of interest especially coach with perspex roof panels) (Michael Mensing); Jubilee 45738 Samson with alleged 00.10 sleeper from Euston (more likely a relief to it) with volcanic exhaust from both ends of train in July 1963 (M. Smith); southbound freight hauled by Class 5 45047 approaching Summit in August 1962 (M. Smith); Northbound 46165 The Ranger (12th London Regiment) passing summit unbanked in July 1963 (M. Smith); 46201 Princess Elizabeth passing Harthope with 11.00 Euston to Aberdeen in August 1962 (M. Smith); Class Five 44719 on 07.12 Lockerbie to Glasgow on 16 August 1963 (David Idle); Class 5 44788 with a heavy express and no banker near Harthope in July 1963 (returning Glasgow Fair traffic?) (M. Smith).

Wham, Alasdair. Thomas Wheatley — father of the Wigtownshire Railway. 158-9.
Period following Wheatley's departure from the NBR when he provided motive power for the Wigtownshire Railway. See also letter from Chris Rouse (page 318) on manslaughter case against Wheatley for collision involving fatality at Wath in 1845..

Ten wheels over the Mendips. 160-5.
Colour-photo-feature: 9F class on former Somerset & Dorset Joint: 92245 on Midford Viaduct with Bradford to Bournemouth train on 25 August 1962 (Roy Hobbs); 92001 on a stopping train at Stalbridge in June 1961 (J.W. Millbank); 92233 with Pines Express headboard at Bath mpd in September 1962 (C.R. Gordon Stuart); 92001 assisted by Class 4 75009 at Wellow with Pines Express on 25 August 1962 (Roy Hobbs); 75023 pilots 92233 with Pines Express in Lyncombe Vale in September 1962 (C.R. Gordon Stuart); 92245 leaving Bath on four-coach stopping train on 5 June 1962 (Hugh Ballantyne); 92220 Evening Star (in glorious condistion) passing through Templecombe Lower platform with Whitaker tablet exchanger extended in August 1963 (P.A. Fry); 92220 Evening Star at Masbury Summit with four coach stopping train on 3 September 1963 (David Idle); 92001 at Midsomer Norton with Nottingham to Bournemough train in June 1962 (P.A. Fry); 92245 waits for the road at Templecombe with express in thundery August of 1962 (J.G. Dewing); 92224 on three coach train leaving Bath Green Park on 14 September 1963 (Hugh Ballantyne).

Vickers, R.L. The London & Birmingham Railway: a short history and gazetteer. 165-70.
Whatsoever the merits of this particular piece it is extraordinary that it does not cite M.C. Reed's The London & North Western Railway (1996), nor Harry Jack's Locomotives of the LNWR Southern Division: London & Birmingham Railway, London & North Western Railway and Wolverton Locomotive Works. 2001 (both of which achieved some of the best reviews ever achieved in Backtrack). On page 169 there is the extraordinary statement concerning Tring station: "In 1927 the station was still two miles from the town" (when KPJ last visited the station in about 2000 neither the station nor the town it serves had changed their relative positions), Map, Illustrations from London & North Western Society Collection: Doric Arch on 26 July 1888; 'Traffic Room' one of the LNWR main offices at Euston on 6 November 1897 (note superb fireplace, table, chairs and paintings on walls); Euston platforms 12 and 13 c1905 with Wyman newspaper boy, carriage watering apparatus and vast numbers of staff not doing very much; platform 6 at Euston in Edwardian times (touching up worthy of Stalinist regime);  Willesden station exterior with road approach and c1900 platform view with Webb-type trains waiting departure; entrance to Wolverton Works c1925/6; Tring cutting under construction in 1836 (Bourne print); Bletchley Station c1910 entrance; Wolverton Viaduct under construction (Bourne print); Birmingham Curzon Street locomotive depot with Jones 2-2-0 (rear driving wheel) Northern Division No. 18; Rugby station with Whale Precursor heading train for Euston.

Corby Steelworks. Dick Riley (phot.). John Scholes (notes). 171
Colour-photo-feature: Stewart's & Lloyd's 0-6-0STs on 30 May 1959: Margot No 8 Peckett (1918); No 14 Hawthorn, Leslie painted yellow loading molten slag; No 7 Andrew Barclay 1268/1912 (both this and Margot painted black)

Binks, Michael B. Railway civil engineering life 50 years ago. 172-8.
Management struction within British Railways Regions: District Engineers; effect of long welded rails on track maintenance and its management; bridge engineers; permanent way engineers; continuous welded rails; effect of hammer blow and hunting oscillations from steam locomotives and damage from unsprung motors on electric multiple units; electrification engineers (notes diversion around Harecastle Tunnel between Kidsgrove and Congleton; new works engineer; heating, lighting & ventilation engineer; architect and quantity surveyor, indoor assistant, District Engineer's organization; track maintenance and renewals; blanketing; ballast cleaning; permanent way planning, concrete sleeps, elastic fastenings and flat-bottom rail, district depots and workshops. See also letter from Tony Huckin (p. 318) who worked as a permanent way engineer on the Western Region during the same period.

Brooksbank, B.W.L. Railway disruption in World War II: Merseyside. Part Two. 179-84,
Battle of the Atlantic: German raids in 1940: damage to LMS, LNER, and Mersey Railway on both banks of the Mersey; severe flooding from damage to Leeds & Liverpool Canal at Canada Dock; disruption of electric service to Southport and to Ormskirk; severe damage on approach to Liverpool Exchange; disruptions caused by unexploded bombs.

Book Reviews. 185
Rails in Metro-Land. Clive Foxell. Author. MJS *****
"It is thoroughly recommended". Nevertheless points out a few errors notably about Northwood Hills station, and captions looking in wrong direction, etc.
Crewe Works narrow gauge system. Edward Talbot and Clive Taylor. LNWR Society. TJE *****
"Highly recommended". Reviewer notes other 18in works railways at Horwich, Beyer Peacock and at Wolverton (last was worked by manpower).
Great Central signalman. Iain Mc[Mac?]Kenzie and P.J. Wortley. Silver Link. JS ****
Work at Rugby
The Coniston Railway. Michael Andrews and Geoff Holme. Cumbrian Railways Assn. MB ****
"Another commendable publication"

Cole, Beverley. Tom Purvis 1888-1959. 186-7
Two wonderful pages which combine Purvis' magic images with lucid, informative text which includes a precise biography of the artist and his teachers (which included Degas and Sickert). Can Ms Cole please produce further contributions, starting with Norman Wilkinson, perhaps. Illus. (all colour): Be Early the Holiday Handbook (black bird with red worm within its grasp); East Coast by L.N.E.R. (faceless sirens in bathing costumes with old boy rowing (note unusual LNER "logo"); East Coast joys (children, sandcastles, terrier and utterly improbable weather) and "The Coronation" (crossing Royal Border Bridge with headlamps blazing as train crosses golden Tweed.

Paye, Peter. LNER N7 Class workings in the late 1920s. 188-9.
Black & white photo-feature with extensive captions and notes: 2635 at Stratford shed on 7 September 1929; 2648 at Stratford shed on 28 July 1928; 2606 on an up train near Chadwell Heath on 25 May 1929; 2631 on a down train near Chadwell Heath on 25 May 1929 and 967 takes empty stock out of the siding at Woodford on 17 July 1926.

Readers' Forum. 190
"From our own correspondent." Andrew Ward.
See page Volume 19 page 725: corrections and additions to information about Kronprinz Wilhelm
"From our own correspondent."  David W. Green
See page Volume 19 page 725: commuted behind or rode footplate of City of Truro bewteen Eastleigh and Winchester Chesil.
The 'Flying Scotsman' — 1938 train and celebrations. Peter J. Rodgers.
See feature in Volume 19 page 718: pressure-ventilated buffet lounge car from one of the sets is extant and is at Kirby Stephen East, also notes that it would now be possible to re-equip the preserved Stirling Single with an extant Stirling tender.
The 'Flying Scotsman' — 1938 train and celebrations. B.J. Harding.
See feature in Volume 19 page 718: date of photograph of No. 4498 must have been 1939 and E.G. Marsden was Information Agent
East is East. John Watling.
Complains about dismissive mention of Lord Claud Hamilton in caption on page 732 of Volume 19: Hamilton as Director and Chairman of the Great Eastern Railway and locomotives named after him: both assisted in decreasing the isolation of North East Norfolk and bringing London nearer to the Continent..
Wartime crisis on the Furness Railway. Tom Wray.
See feature beginning p. 681 in Volume 19: quantitities of haematite ore to produce rails (from Engineer, 1885 2 January and 1878 31 May).
Great Western Type 7 signal boxes. Russell Maiden.
See page 58: further information on signal box at Droitwich Spa.
Yorkshire Engine Company. Edward Barnes.
See page 38: Locomotives supplied to San Juan de Los Abedasas mines: works numbers and subsequent Norte and RENFE numbers.
Barry Works. Anthony Warrener.
See feature on page 59: concerns other locomotive works near Cardiff, notably those of the Rhymney Railway at Caerphilly and the Taff Vale Railway works in Cardiff, also spectacle of newly overhauled locomotives from Caerphilly passing through Heath district of Cardiff...
Railway disruption in World War II: Merseyside. David Catton.
See feature on page 70: questions stated location (Seaforth) of maintenance depot for Southport/Ormskirk electric multiple units (rather than Hall Road and Meols Cop) and suggests possible confusion with fascilities for Liverpool Overhead Railway.

Over the top at Beattock. Paul Strong. rear cover.
Jubilee 45715 Invincible passes summit in September 1959.

Number 4 (April)

Summer on the Vale of Rheidol line 2-6-2T No. 9 Prince of Wales. (T. J. Edgington). front cover.
No. 9 takes water at Aberffrwd while working a train from Aberystwyth to Devil's Bridge on 29th July 1968, during the final week of main line steam following which the VoR trio became BR's only steam locomotives.

History of entertainment. Martin Adams. 195.
Guest Editorial which considers that content is excessively dominated by the "last ninety years" and makes a plea for more material about earlier history: Makes a plea for better referencing; makes a happy comparison with Oakwood Press. Notes the lack of refereeing. KPJ sometimes considers that the Editor fails to seek assistance from friendly experts before Issues are put to bed: there are possibly too many avoidable errors (although the subsequent correspondence is enjoyable). The Class 126 (see Mensing feature) were supplied to both the Edinburgh and Glasgow and premier Ayrshire services. Summers failed to search Cox thoroughly: Cox did note the possibility of a Franco-Crosti standard class 5 in his extensive study of the standard classes. 

The colours of the Vale of Rheidol. John Edgington (phot.). 196-8.
Colour photo-feature: No. 8 in Aberffrwd loop on 17 July 1955; train in faded carmine & cream livery at Devil's Bridge on same day; No. 9 Prince of Wales (lined Brunswick green) on Park Avenue level crossing, Aberystwyth on 27 June 1966; No. 8 Llywelyn (corporate rail blue) crossing timber bridge over Afon Rheidol near Llanbadarn; Prince of Wales in modified corporate blue livery on 13 June 1977 at Devil's Bridge and passing Aberystwyth mpd, and Prince of Wales in glorious yellow livery (stated to be as per original livery) at Aberffrwd in 1982.

Digby, Nigel. Yarmouth Beach: a portrait of a seaside terminus. 199-204.
Midland & Great Northern Joint Railway station: originally home to Great Yarmouth & Stalham Light Railway which reached Ormesby in August 1877. Line laer renamed the Yarmouth & North Norfolk Light Railway and engineered (in all meanings of that verb) by Wilkinson & Jarvis. In 1883 became part of a cross-country route to the Midlands and in 1903 the Norfolk & Suffolk Joint Railway provided access to Lowestoft by a majestic bridge across Breydon Water. The fascilities had to be squashed into a narrow site and had to be improved to accommodate the Lowestoft traffic. Both passenger and freight services are described. There was an engine shed (must have been popular in residential area), goods shed and a fish shelter. It would have been helpful if the author had attempted to relate what now remains: a coach and car park.

Zanker, Mike. John Ellis: unsung railway pioneer. 205-7.
Eventually Chairman of the Midland Railway, this feature concentrates on his early career including involvement in the Leicester & Swannington Railway, and his Quaker religion.

Thrower, David. Southern gone West: the Sidmouth and Budleigh Salterton branches. 208-17.
The branch line from Sidmouth Junction (now Feniton) to Sidmouth originated as the independent Sidmouth Railway which opened on 6 July 1874. Eventually the LSWR costructed a line from Tipton St Johns to Budleigh Salterton and on to Exmouth: this opened on 1 June 1903. The lines closed in 1967. These lines used to support frequent train services, daily through carriages to Waterloo and through trains with restaurant cars on summer Saturdays. If the writer had read the feature in the Rly Mag, `1903, 13, 29-30 which celebrated the opening of the line he would have been able to observe that traffic to the East Devon Golf Links was considered to be important. There is correspondence on page 382: from author correction of position of level crossing at Sidmouth Junction; from Stephen P. Derek concerning the remarkable Exmouth to Cleethorpes service (via SDJR) and in particular its composition and the Littleham to Waterloo through service for Sandy Bay Holiday Camp, and from David Treharne on the demolition of the viaduct at Exmouth..

Brooksbank, B.W.L. Railway disruption in World War II: Merseyside. Part Three. 218-23.
Mainly the very extensive destruction which affected the City Centre, the docks and shipping during early May 1941. The Germans clearly regarded this as part of the Battle of the Atlantic. Obviously the railways and railwaymen did not escape.

Shed Visits. 224-8
Colour photo-feature: the distasteful word "bunking" is introduced into the hallowed halls of Back Track:1000 County of Middlesex and D6929 at Swindon mpd on 21 June 1964 (David Idle); 70010 Owen Glendower viewed from coaling tower at Patricroft; 46166 London Riflre Brigade at Carlisle Kingmoor (J.R. Carter & previous); 0-4-2T No. 1444 (sort of lined green) with breakdown train behind on Westbury shed on 20 September 1964 (David Idle); SR R1 class 0-4-4T No. 1703, N class No. 1865 and C class 0-6-0 (both R1 and N in dark SR green) alongside Ashford coaling stage c1937; red 46245 City of London and green 46233 Duchess of Sutherland and parts of two Jubilees (not coppable) at Liverpool Edge Hill on Sunday afternoon in 1961 (J.R. Carter); J27 No. 65894 adjacent coaling tower at York on 1 February 1964 (David Sutcliffe); ex-works 8F 48375 at Patricroft on 12 May 1965 (J.R. Carter); inside Merthyr shed on 13 September 1962 with 57XX 0-6-0PTs (9747 nearest) and 56XX (David Sutcliffe); preserved 7029 Clun Castle at Chester mpd on 4 March 1967 (DI).:

Return to Galloway. Michael Mensing (phot.). 229-31.
Colour photo-feature: 44957 on Kirkcudbright branch trains on 18 and 19 July 1963 (both in golden evening light); Horwich 2-6-0 No. 42919 on up freight near Dalbeattie on 13 July 1963;  80023 on Kirkcubright branch on 18 July 1963; Class 126 DMU at Glenwhilly on Stranraer train on 10 August 1973; Class 27 No. 5352 at Stranraer Harbour on empty stock (but what was blue tractor doing?) and Class 126 with Nelson end leading leaving Stranraer Harbour on 07.43 for Glasgow on 10 August 1973. Captions infer that Class 126 units were transferred from Edinburgh to Glasgow Inter-City, but were built for Ayrshire services (see page 381 letters from John Macnab and Stephen G. Abbott.see also James Ness, GM BR Scotland, about to board such a unit.

Hennessey, R.A.S. Juice Jacks, EMUs and Bo-Bos: a century of electric classification. 232-9
An area where Whyte is not quite right. Bad citation to Institute [sic] of Locomotive Engineers for paper by Wechman [sic]: see J. Instn. Loco. Engrs Paper 391 for correct citation. The illustrations almost say it all: drawing of Central London Railway Bo-Bo known as 'camel backs' (which were notorious for vibration and early demise); diagram of Pennsylvania Railroad DD-1 class, designed A.W. Gibbs for working trains through East River tunnels into New York; drawing of Prussian State Railways B+B+B 15kV for hauling heavy coal trains in Silesia classed as EG; NER No. 13 (2-Co-2) intended for Newcastle to York expresses by Raven and condemned to storage by the LNER (it must have been a majestic beast); American interurban electric locomotive with trolley pole built Baldwin Westinghouse in 1904 for Cincinnati, Georgetown & Portsmouth Railroad; NER Bo-Bo No. 8 with dynamometer car on Newport to Shildon line in October 1921 (caption notes De Normanville windscreen); Swiss Federal Railways rod-driven 1-B-B-1 No. 12313

Rutherford, Michael. Railways and iron & steel developments around Teesside. Part Two (Railway Reflections No.119). 236-47.
Extraction of ironstone (iron ore) from the Cleveland Hills; the Leeds Northern Railway opened between Thirsk and Leeds on 3 July 1851; developments at Leeds Central station; attempts to lure the LNWR into Teesside; the Cleveland Railway; railway to Rosedale; incline at Ingleby; Ingleby Junction changed name to Battersby Junction; severity of winters on North Yorkshire Moors; locomotive repairs at West Rosedale to limit taking locomotives up and down incline; tables of ironstone and pig iron production statistics by district from 1855 to 1885; blast furnaces at work in Cleveland in 1860 including at Middlesbrough and at Normanby. Involvement of Henry Bessemer in steel manufacture. See also letter from Bill Gathercole on page 446 describing extant remains of Ingleby Incline and observations made by local farmer who claimed that his mother had travelled as passenger on incline..

Signs of the times. 248-9.
Colour photo-feature: sign forbidding locomotives from sidings at Colne (in May 1965) (David Jenkinson); bridge weight restriction notice at Delamere by order of Cheshire Lines Committee (20 July 1968: J.S. Gilks); North Eastern Railway trespass notice near Weaverthorpe painted in North Eastern Region tangerine on 12 January 1985 (J.S. Gilks); SECR (full title including Managing Committee) warning of trespass and LSWR notice alongside "beware of trains" at level crossing near Brockham Village between Dorking and Reigate in 1974 (Melvin S. Lovell); "passengers are earnestly requested to cross the line by the bridge" at Streeton & Silsden in May 1965 (Midland Railway politeness)(Davvid Jenkinson); LMS Railway Co. notice at Llandovery (private road and/or footpath) in September 1978 (J.S. Gilks); LMS bullseye station nameboard at Chapel-en-le-Frith Central on 11 February 1967 (Alan Tyson): final item see also letter from David A. Young (p. 446) which notes that reference in caption to Chapel-en-le-Frith "North" should have been "South"..

Crosse, John. The secrets of File HO 70901. 250-3.
Southern Region locomotive allocations in the 1950s: how motive power shortages (or specific needs, such as turns demanding a considerable amount of tender-first running) prompted motive power changes. Sometimes failures in performance could be traced to locomotives being supplied with inappropriate coal for the duty concerned: thus the T9 used for the demanding Lymington Pier to Waterloo holiday express should have been coaled with the best quality coal at Eastleigh. Poor water quality coupled with low pressure (shades of West Runton) created problems for boiler maintenance at Redhill. Footplate crews at Basingstoke had a very low opinion of N15X class and pressed for change to N15. References to Ian Allan Locoshed Book and to correspondence in File to enthusiast societies, such as the Westminster Bank Railway Society. The tender-first running involved a Salisbury-based 700 class 0-6-0. The acquisition for a suitable replacement for the G6 0-6-0T at Salisbury involved a Z-class 0-8-0T (an E4 class 0-6-2T was unsuccessful).

Readers' Forum. 254
Making a mountain out of another mountain. Editor.
See illus on page 152: Penyghent not Whernside behind yet another black 5 photograph.
Railways around Whitby. John Smart.
See
A journey by design Keith Fenwick.
Station buildings on Highland Railway: that at Dunkeld dates from opening in 1856 (architect was Andrew Heiton of Perth). Original station building at Nairn: Elizabethan? and later Scottish Baronial. James Squair architect for Nairn and Pitlochry.
Along the Pennine ways again. Kevin P. Jones
Micklehurst Loop: notably how must have been kept clear of freight for passage of evening Liverpool to Newcastle express during late 1940s/early 1950s
Barry insight. Terry McCarthy.
See feature in Issue 1 (p. 59): Barry Railway did not "build its own locomotives": stock was supplied by outside manufacturers, notably Sharp Stewart. In Sout Wales only the Taff Vale Railway built its own locomotives: about eighty in its cramped Cardiff works: see Lowe.
Barry insight. Ian Simpson.
See feature in Issue 1 (p. 59):Prices for piecework not the cost: writer involved in piece work at Wolverton in 1960s building wiring harnesses probably for Mark I carriages.
Thomas Wheatley. William Tollan.
Sailing from Garlieston to Isle of Man are made by Balmoral and not by paddle steamer Waverley which still ventures across to Ailsa Craig from Ayr and Girvan.
Arturo Caprotti. L.A. Summers.
Noted that original feature failed to mention Collett's sole adventure into poppet valves on 2935 Caynham Court; also questions reference to Standard Class 5 to be constructed with Franco-Crosti pre-heater. Unfortunately, letter writer cites incorrect Cox book: see page 117 of Cox's British Railways standard steam locomotives (1966) where proposed modification to Standard Class 5 is mentioned
Ashford. M.H.C. Baker.
See 19 page 711 et seq: Rev. Hedley Sparkes should have been credited with colour photographs
Elliot Junction and Carmyllie Quarries. John Macnab.
See letter from W. Tollan on page 126: Considers that stone from Carmyllie Quarries could have been transported via Arbroath harbour to Cologne for constructing Köln Cathedral. Aslo remains of platform at Elliot.

Heading for Reading. Bruce Oliver. rear cover
N class No. 31411 at Little London near summit between Gomshall and Chilworth with Redhill to Reading train on 28 July 1963.

Number 5 (May)

LBSCR A1X 'Terrier' 0-6-0T No.DS377 at Norwood Junction shed on 5th August 1956. R.C. Riley. Front cover.
Painted in Stroudley's 'yellow' livery for use at Brighton Works pilot. It was being prepared for hauling a special to mark the centenary of the Caterham branch. .

Still waters. Michael Blakemore. 259.
Editorial: Manchester, Bolton & Bury Canal which later became the Manchester, Bolton & Bury Canal Navigation and Railway Company in 1831, although its route was not used to construct a railway between Salford and Bolton. Also comment on how many canals became desolate by the 1960s although some have been revived, and on the magnifiscent nature of some canal civil engineering work.

Pilot duties. 260-3.
Colour-photo feature: DS236 Brighton Works (ex LBSCR No 35) Terrier 0-6-0T in Stroudley yellow livery at Brighton Works with malachite green West Country tender behind; DS236 USA 0-6-0T shunter (malachite green) at Lancing Carriage Works on 21 August 1963 (Roy Hobbs); York station pilot NER J72 No 67836 in special NER-type livery on 7 September 1960 (J.S. Gilks); class 3F 0-6-0T Jinty No 47326 as station pilot at Carlisle removing van from rear of DMU which had probably arrived from Newcastle on 10 August 1964 (Bruce Oliver); J69 No 68619 (GER blue livery) at Liverpool St. adding former GER restaurant car to Newmarket Race Special on 2 October 1959 (R.C. Riley); 57xx No 4616 brings Bulleid (green) stock into Waterloo on 24 June 1962 (David Idle); English Electric Type 1 (Class 20) No D8037 on empty stock at Euston in 1961, also named class 40 and bow-windowed control office with geraniums (Cliff Woodhead); C Class 0-6-0 No DS 239 (ex-31592) at Ashford Works on 5 Jnuary 1965 (David Idle); immaculate ex NBR 0-6-0T J83 No. 68470 (with red background to smokebox numberplate) acting as the station pilot at Edinburgh Waverley below Carlton Hill (S.M. Watkins); Newcastle station pilot diesel shunter class 03 D2163 (faded blue) in March 1963 attaching van to rear of train which had ended with a Gresley vehicle looking as if still in teak livery and Tyneside electric behind (C.A. Davies)

Oakden, Steven. The Croft Pit Wagonway [Waggonway]: a short history of the life and times of a West Cumbrian industrial railway. 264-8.
In spite of author noting that the spelling waggonway was used throughout the article, the title only uses one 'g'. Croft Pit was connected to Whitehaven Harbour by a rope-worked incline and was an early user of locomotives including one constructed under Taylor Swainson's supervision in 1812 (Lowe lists Iron Horse under Whitehaven Collieries), but this weas unsuccessful. Chaldron wagons were used and the ships in the harbour were loaded via hurries (the local name for staithes). Brake was the local terminology for an incline. Illus. either by Peter W. Robinson or from his collection: Hudswell Clarke WN 1812/1948 0-4-0ST Carr at Whitehaven harbour on 23 April 1966; Andrew Barclay WN 1660/1920 0-4-0ST nicknamed Teddy Boy on 25 April 1966; Robert Stephenson & Hawthorn WN 7606/1949 0-6-0ST Monaville taking loaded wagons down from Ladysmith washer; set of empties approaches top of Howgill Brake (harbour visible far below on 2 September 1967; Robert Stephenson & Hawthorn WN 7049 0-4-0ST 'No 69' shunting at the foot of the Brake; Andrew Barclay 0-4-0STs WN 1847/1927 Lingmell and WN 1331/1913 Broomshiels in c1933 shortly after Priestman Whitehaven Collieries Ltd was formed; the coke ovens at Ladysmith with wagons being loaded including one lettered Priestman Whitehaven and another (GWR five-plank — an odd choice for coke); south side of Whitehaven harbour with hurries (staithes), sailing vessels, horse-drawn road wagons and general aura of squalour; Hudswell Clarke 0-6-0ST WN 1778/1944 Charles with Giesl ejector at Haig Colliery on 2 September 1967 (John Packham); Hudswell Clarke 0-6-0ST WN 1881/1948 Solway No. 1 with ' Charles on 2 September 1967 (John Packham); steep curve at the bottom of Howgill Brake.

Mullay, A.J. The railway canals. 269-71.
The nationalization of the former railway-owned canals in 1948, and the delay in the formation of the Docks & Inland Waterways Executive. Illus: Legging a barge through the Butterley Tunnel on the Cromford Canal; barge passing lifting bridge at Drawbridge Road, Shirley on Stratford upon Avon Canal c1923.

'Kings' of the Woverhampton road. Michael Mensing (phot.). 272-3.
Colour-photo feature: No 6029 King Edward VIII halted at Lapworth due to Sunday engineering work whilst working 16.30 Wolverhampton to Paddington on 8 October 1961; No 6001 King Edward VII near West Bromwich on 11.45 Birkenhead to Paddington on 20 September 1958; No 6012 King Edward VI passing Moor Street, Birmingham on 09.10 ex-Paddington on 2 December 1961 (leading Mk I vehicle in chocolate & cream livery); No 6005 King George II passing Moor Street with 08.05 ex-Birkenhead for Paddington (same day as previous); and No 6009 King Charles II at Wolverhampton Low Level backing onto 11.45 ex-Birkenhead on 12 September 1959.

Summers, L.A. One thing leads to another. 274-9.
Two of the photographs used as the basis for this feature came from the Culham Collage archives housed in the Oxfordshire Record Office. One on page 279 Blyth leads to an absurd piece of nonsense about the "holiday resort" of Blyth in Northumberland: Blyth worked on the Southwold Railway and was a 3 foot gauge 2-4-0T built by Sharp Stewart. Editorial grovel in bottom right hand corner of page 382. The other photograph is of GER T19 2-4-0 No. 1038: this was taken by Alfred Floyd who was born in 1886 and was a Culham College student from 1905 to 1907. This leads to Summers exploring the similarities between Holden's work and that of Dean. Obviously there are similarities as Holden was ex-Swindon: there is a slip coach letter grovel (p. 382) from the author which notes that Holden was probably responsible for the "Dean" designs at Swindon before his progress to Startford! The similarities are most marked in the 2-4-0 designs, but may also be evident in the late 4-2-2 designs (Achilles on GWR and P43 type on the GER: the latter designed for the crack Cromer expresses). A table compares the leading dimensions of the GWR 3232 2-4-0 and Achilles 4-2-2 designs with the GER T19 2-4-0s; the Humpty Dumpty type (which must have had an official name); the 4-4-0 rebuild of the T19 and the P43 class. Illus.: Achilles 3040 Empress of India departing Paddington in 1908 (Ken Nunn); 2201 No. 2215 with domeless boiler; P43 No. 14 at Ipswich (Ken Nunn); Humpty Dumpty No. 743 at Parkeston Quay in Novmeber 1911; 3232 2-4-0 No. 3240 and rebuilt T19 as 4-4-0 No. 741 (Ken Nunn). Letter from Lyn D. Brooks (page 443) (with considerable knowledge of things Great Eastern) which demonstrates that Thomas William Worsdell was the genius behind GER 2-4-0 development and that the T19 type was very similar to the G14 class. For those who do not prefer to write rather than read, Lynn D. Brooks had said it all before in Br. Rly J., 1985, (6), 219..and implied that it was all due to Stroudley's C class. Letter from M.D. Hardy (page 443) which amends much of what was written about Holden and oil-burning on the Great Eastern. Letter from Christopher A. Lee (p. 509) which suggests that "Dean designed several other Great Eastern classes"...

Hennessey, R.A.S. Orion, Darroch and the 'Alfreds'. 280-6.
Some of the information has been incorporated into the biography of Darroch. Orion was a one-sixth scale (9½in (9¾in?) gauge) model of a Webb-type 4-cylinder compound with a Precursor type of boiler. The model was built by Darroch whilst he was at Crewe before WW1 and ran on a line in his garden at Crewe. The locomotive was an exhibit at the Liverpool & Manchester Railway Centenary Celebration in St George's Hall in Liverpool from 13-20 September 1930 (Rly Mag., 1931, 68, 91-4). Before his death Darroch presented the locomotive to the Stephenson Locomotive Society which arranged for it to be housed at Penrhyn Castle under the National Trust and a partial restoration was accomplished by Iowerth Jones. Eventually lottery funding was obtained to fully restore the model (by John Ellis). This first ran  on the railway at Downs School at Colwall, but is now at thee NRM, Shildon. See also Br. Rly J., 1988 (23) 158 and 1989 (25) 259 for further illustrations and explanation in later publication which also includes an illustration of the Harry Powell model mentioned in Hennessey's text. The article also gives a brief account of the four-cylinder compound system as developed by Webb.

Maggs, Colin C. Station truck working on the GWR. 287.
The GWR operated about 600 station trucks to provide what was regarded as an economic and fast means of conveying small freight consignments to and from rural stations. In many cases next-day delivery could be achieved. The article is illustrated by the form used in assocaition with working 282A which ran from Hockley (Birmingham) to stations on the Severn Valley Railway to Shrewsbury via Ironbridge.

North British. Derek Penney (phot.). 288-90.
Colour-photo feature: NBR class C (LNER J36) No. 65258 at Eastfield mpd in 1959;  Class M (LNER C15) No 67474 at Arrochar & Tarbet on push & pull in 1959 (note this was one of the few push & pull services to offer first class accomodation with toilet); class F (LNER class J88) 0-6-0T 68349 at Eastfield  in 1959; unidentified NBR class S (LNER class J37) climbing to Burntisland with train of tank wagons and hoppers for bauxite; class J (LNER D30) No 62440 Wandering Willie at Hawick shed; class S (LNER J37) No. 64576 on Dundee shed. Letter from A..J. Mullay (page 446) questions caption notes on withdrawal dates for class J36 and J37..

At night. Steve Burdett (phot.). 291-3.
Colour-photo feature (atmospheric nocturnal scenes): Class 25 No 25 063 arrives at a wet Hereford with train from Cardiff on 20 February 1977; Class 86 No. 86 255 arrives at Crewe with southbound express on New Year's Day 1979 (snow on ground); Pwlheli to Machynlleth Cross Country type DMU held at Tywyn in 1983; Peak class 45 No 45 028 arrives at Plymouth with a night mail service on 4 December 1976; Crewe South Yard at night on 24 September 1977; class 40 No 40 067 waits to leave Aberdeen with Glasgow train on 8 October 1977. See also rear cover.

The Somerset & Dorset recalled. Hugh Ballantyne. 294-5.
Black & white photo feature: BR Standard class 4 4-6-0 No 75073 passes Wellow signal box with 16.37 Bath Green Park to Templecombe local on 1 June 1963; West Country No. 34043 Combe Martin pilots BR class 5 No 73087 out of Bath Green Park] with Pines Express on 29 August 1959; general view of Radstock yard and depot with BR class 4 2-6-0 No 76027 leaving for Bath with 09.05 local ex-Templecombe; S&DJR 7F 2-8-0 No 53810 on Wellow Viaduct with Exmouth to Cleethorpes "express" on 28 July 1962; class 2P pilots a Standard class 5 on northbound Pines Express passing Midford on 10 March 1955 (Camerton branch still with track in situ in foreground).

Rutherford, Michael. Railways and iron & steel developments around Teesside. Part Two (Railway Reflections No.120). 296-305.
Map shows Stockton & Darlington Railway at its greatest extent and pays some attention to the South Durham and Lancashire Union Railway which climbed over the Pennines at Stainmore; includes new lines constructed in Teesside by the North Eastern Railway notably the route south from Sunderland to Hartlepool; the accidental discovery of salt which led to the growth of the heavy chemicals industry, and the switch from wrought iron to steelmaking. Locomotive depots in Teesside are tabulated; the work of Edward Fletcher and William Bouch (Tom Pearce's excellent book is cited). The Shildon electrification is briefly assessed as is Raven's input to it: Rutherford claims that the locomotives formed the basis for the Gresley design used on the Woodhead electrification. Illus: T2 (Q6) 0-8-0 No 63395 at Newport East with train of rolled sections on 13 March 1962 (colour: Colour-Rail); P2 (J26) 0-6-0 No 65761 at Middlesbrough with shipping behind (Colour-Rail); William Bouch 4-4-0 No 161 Lowther (based on Robert Stephenson & Co. design for Smyrna to Aidin Railway); Thomas Bouch viaduct at Deepdale on South Durham & Lancashire Union Railway; Mousegill Viaduct; WD 2-8-0 No. 90588 on train of hoppers passes Type 2 No D5288 with brake tender near Billingham on 25 March 1966 (Colour-Rail); Middlesbrough station entrance (colour: T.J. Edgington); clearing snow on the line near Barras in 1947 and Stainmore summit on 17 February 1947 with walls of snow after snow clearance from track; Standard class 3 No 77002 double-heads with class 4 No 43126 over Smardalegill Viaduct with 11.20 Blackpool to Newcastle train in 1962; Class A8 No 69883 at Battersby Locomotives Battersby; WD 2-8-0 No 90377 in yard of Skinningrove Iron Co at Carlin How on 2 May 1960 (J.A. Peden): old engine shed at Hartlepool closed in 1939 then used for wagon repair on 2 September 1956 (T.J. Edgington); V3 No 67688 at Middlesbrough with express for Newcastle on 27 April 1954 (H.C. Casserley); remains of the Brusselton Incline;  Newport yards (Shildon electrification); A8 No 69866 at Middlesbrough with express headlamps on 27 May 1954 (H.C. Casserley); Fiat char-a-banc used on early rail replacement bus service whilst Kilton viaduct was being replaced by an embankment; Pacer 142 021 at Hartlepool station on 19 June 1993 (the LNER did it so much better).

Emblin, Robert. Logan and Hemingway — the firm and families. Part 1. — Origins and the Logans. 306-10.
This firm has been encountered before in Backtrack in articles written by Robert Emblin on the MSLR's London Extension including Nottingham Victoria station: Volume 8 p. 201 et seq and Volume 17 page 95 et seq. Logan & Hemingway were public works contractors and one of the descendents of Guy Hemingway appears to have been a competent historian (as does the contributor). The origins of the firm appear to have stemmed from a butty gang (Coleman page 57 stated that these were groups of navvies who joined together to negotiate with sub-contractors on major projects) of stonemasons which was formed in 1838: this consisted of Angus MacGregor, born in Callendar in 1809; John Logan born in 1806 probably in Musselburgh, George and Peter Thomson, sons of William Thomson, a builder, James Nowell, a mason, and James (born 1795) and John Hemingway (born 1802), probably in Dewsbury. In 1846 John Hemingway, Benjamin Nowell (son of James) and Charles Pearson formed a partnership to build the masonry work on the Menai Bridge. Later the partnership worked on tunnels and docks in South Wales. Rennie, Logan and Thomson were involved in a wide range of civil engineering works for both docks and railways.

Brooksbank, B.W.L. Railway disruption in World War II — Merseyside. Part Four. 311-15.
The German bombing attacks which ended in the first week of May 1941 nearly succeeded in completely destroying the port of Liverpool and had caused immense damage to the docks, shipping, railways and roads. 1900 were killed and 1450 were seriously injured. 70,000 people were made homeless. There were breaks in the major services: gas, electricity, water and telecommunications. But by the end of May 60% of the port had returned to normal. Closure of the Liverpool Overhead Railway was considered as damage to it was causing problems to the Mersy Docks & Harbour Board's raiways which ran underneath. Later in the War the Liverpool Docks fulfilled major roles in the import of foodstuffs (43% was handled there) and in acting as the port of entry for troops and supplies for the United States Army and Air Force. Troop trains were handled at Riverside, Canada Dock and at Marsh Lane for Gladstone Dock. OVERLORD, the preparation for the invasion of Europe brought further pressure on the port and its railway communications and efforts had to be made to divert traffic away from Crewe. Inland storage fascilities reduced the risk of further damage from bombing.

Gilks, John Spencer (phot.) and Foster, Richard D. Signalling spotlight: Saxby & Farmer signal boxes on the Brighton line. 316.
Southwater and Holmwood.

Book reviews. 317.
The Highland Railway. David Ross. Tempus. PT *****
Criticism of lack of map: "otherwise excellent book".
The illustrated railway children. E. Nisbet. Silver Link. MB *****
Special Centanary Edition. Illustrated with "well-chosen selection of period photographs". Biography of author who had led a Bohemian lifestyle.
Railwaywomen. Helea Wojtczak. Hastings Press. HA ****
"Highly readable". Criticism of photographic reproduction. Review acts as an excellent introduction to to this largely neglected area of women working on the railways.
LMS Journal Nos. 12 & 13. Bob Essery. Wild Swan. MJS ****
"Excellent additions to the series". See also LMS Journal No. 12 and No. 13.

Readers' forum. 318
Arturo Caprotti. J.T. van Riemsdijk
Comment on feature by David Alexander on page 148 et seq. Walschaerts valve gear provides a greater rangeof settings than the Caprotti system which does not give greater exhaust dimesnions. Rotary cam valve gears suffered from compression at low speeds and made locomotives fitted with it weak on severe gradients. Kenneth Cantlie had stated that 71000 could operate at 3% cut-off, although this was of questionable practical value (Cantlie worked for he British Caprotti Company). Writer responds to the steam consumption data for 71000 noting that comparable figures were attained on French locomotives. Cites Phillipson's locomotive design, data and formulae. The advantages of poppet valves included the separation of the steam and exhaust passages and the power required to operate the valves was less. The greatest improvement was when poppet valves were actuated by Walschaerts gear.
Arturo Caprotti. D. Lorriman.
Feature by David Alexander on page 148 et seq: not 5948 Baltic but 5946 Duke of Connaught.
Railway Civil Engineering 50 years ago. Tony Huckin.
Response to feature by Michael Binks (p. 172 et seq): reminiscences of Chief Civil Engineer's permanent way department at Paddington in mid-1960s and of South Wales District Office at Newport. Design and installation of points and crossovers.
Compound expansion. David Lorriman.
Written in response to letter by Adrian Tester (page 637 Volume 19) which in turn had been a response to Lorriman (page 572 Volume 19) for information. Cites E.C. Poultney's British express locomotive development and notes that most British compound locomotives had fixed cut-off linkages bewteen the high pressure and low pressure systems. Notes how Whale improved the performance of the Webb Alfred the Great class by modififying locomotives with independent control of the cut-off for the high and low pressure cylinders.
Thomas Wheatley. Chris Rouse.
See feature on page 155. Notes how Wheatley was involved in a collision between a light engine driven by him at excessive speed and a Mail train near Barnsley. When on bail for manslaughter he fled to France.

Twilight at Manchester Victoria. Steve Burdett. rear cover.
Class 25 No 25 259 waits to leave Manchester Victoria with parcels train on 12 November 1984.

Number 6 (June)

60154 Bon Accord (A1) at York station in 1964 (Dereck Penney). Front cover

Giving the People what they want (whether they want it or not!). Michael Blakemore.
Editorial plug for A.J. Mullay's Railways for the People: the Nationalisation of Britain's railways in 1948 (Pendragon Publishing). Editorial notes that the Transport Users' Consultative Committee was usually loaded with those with vested interests in the bus industry. Are we to be surprised at Ribena buses (First Group) running both the buses and the trains (and the ever present replacement trains) in many places?

Over the Tors to Princetown. Dick Riley (phot.). 324-6.
Colour photo-feature featuring visit made on 5 July 1955: 4410 at Yelverton (incidentally what would HSE have to say about position of turntable); same one coach train at Dousland; Ingra Tor halt with cattle awaiting next train; two coach train at Dousland (bound for Yelverton); Burrator and Sheepstor Halt with mixed train heading away onto Dartmoor; 4410 with single coach dwarfed by tors. Most of these were also published in Volume 1 page 69. Our photographer appeared to reach Princetown, but without colour film?: see Locomotives Illustrated,(33) page 12 (bottom).

Black, Graham. ROD 2-8-0s in Australia. 327-9.
Purchased from the War Department (ROD) following WW1 by John Brown, Manager of J. & A. Brown who owned collieries and railways in New South Wales, including the Richmond Vale Railway and its extensions to the collieries: Richmond Main and Pelaw Main. The company eventually acquired thirteen locomotives: ten were shipped as ballast (to avoid tax) on the SS Mimmi (owned by the Company), but the first three were shipped on the SS Boorana and were landed at Sydney on 23 February 1926. These were WD 2123, 2119 and 2070 and were acquired from the dump at Stratton, north west of Swindon. An invoice for three copper fireboxes and steel tube plates from the North British Locomotive Co. in Glasgow is reproduced. But many of the company's records have been lost either through flooding aor through their deliberate destruction by John Brown before his death on 3 March 1930. The company was restructured as JABAS. Illus. No. 23 at Stockington Colliery in September 1965 and at Pelaw Main Colliery in January 1961, and a ROD locomotive being loaded at Liverpool via a floating crane (from an advertisement).

Hill, Keith (deceased). The brilliance of Brunel. 330-9.
Written to celebrate the two-hundredth anniversary of Isambard Kingdom Brunel's birth. Keith Hill had an attractive writing style and this is illuminated by the following flowing extract: "His masterpiece is still in use today, busier than it has ever been before, carrying trains of weights, and at speeds and trequencies, which Brunel could never have envisaged. It follows the River Avon as far as Bath, slices between the Cotswolds and the Marlborough Downs via Swindon, and then gallops along the levels of the Vale of the White Horse. Beyond Didcot it hugs the Thames as it negotiates the Chilterns via the Goring Gap to Reading, before following the line of least resistance to London." He will be greatly missed as a contributor. The feature concentrated on the mainline between Bristol and London, Paddington station and the Royal Albert Bridge including a characteristically crisp Hill colour photograph of it taken from an HST (the up Cornish Riviera) in September 2002). Most of the material is well known, but there is an interesting side issue on gthe strike through of the sunrise through Box Tunnel, and whether it could occur on Brunel's birthday. Quotes, but did not cite Phil Atkins, who claimed that such an event could not occur, but reproduces photograph (by Chris Austin page 333 which had appeared in New Civil Engineer, 1984 April and comment about "strike through" of the sunrise through photographed on 9 April 1981 (Brunel's birthday). Other illus. (all colour unless stated otherwise): 47 583 County of Hertfordshire heading 12.15 Paddington to Oxford (all in Network SouthEast livery on 28 April 1990 (Gavin Morrison); 7019 Fowey Castle leaving Box Tunnel on down carmine & cream express in 1956 (P.M. Alexander); Paddington station in 1930s at 15.38 looking towards The Lawn with 61XX on stopping train awaiting departure (C.R.L. Coles b&w); Wharncliffe Viaduct in 1950 (C.R.L. Coles b&w); Castle 5054 Earl of Ducie on Oxford University Railway Society special on 16 May 1964 (David Idle); Royal Albert Bridge with 2-8-0T on up freight with Saltash Corporation Ferry (steam chain) in front in April 1951 (W.J.V. Anderson b&w); 50 033 Glorious in Network SouthEast livery crossing Moorswater Viaduct on special to Newquay on 23 November 1991; (Gavin Morrison); Bristol Temple Meads original terminus on 17 October 1965 (T.J. Edgington b&w); 6800 Arlington Grange leaving Royal Albert Bridge on up milk train in April 1951 (W.J.V. Anderson b&w); Castle 5090 Neath Abbey near Corsham (Derek Penney); floodlit Royal Albert Bridge in August 1959 (P.W. Gray). See also correspondence in Issue 8 p. 509 from A.R. Nicholls concerning Dionysius Lardner; Ron Harper on the network of former quarry tunnels, used for storing ammunition (cites N.J. Camley's Secret underground cities); Malcolm Parsons on the same subject; and Keith Farr who noted that Beeching did not suggest the closure of the mainline through Cornwall (KPJ: that was Serpell)..

Wells, Jeffrey. Accrington — aspects of a Lancashire town's railway history. 340-6.
The Manchester, Bury & Rossendale Railway had opened on 28 September 1846 and had become a component of the East Lancashire Railway on 21 July 1845. The severe Baxenden bank was a feature of the line. Article features extensive quotations from Harrison and Sale's Guide to East Lancashire Railway  Manchester 1840: this does not appear to be in Ottley, but a copy is held at Burnley Library. Other sources used by author are Marshall's Lancashire & Yorkshire Railway and Rush's East Lancashire Railway (1969). Plans show how the passenger station grew from an inconvenient single platform in 1850 to a multiple Y-shape platform layout in 1882. The line to Bury closed on 5 December 1961. Illus.: Accrington Platform 5 in 1914 (prior to Stamp decay); Aspinall 4-4-0 on special train for E.J. Riley conveying billiard tables (publicity photograph 14 May 1914); Stanier 2-6-4T No. 42619 on parcels train (caption states passenger, but see headcode (Essery LMS Journal, Number 3 p.12 for key) for Manchester and parcels stacked on Platform 2); Accrington Viaduct (from station footbridge) and Accrington North signal box on 16 April 1973; locomotive depot with what caption claims to be two Aspinall 0-6-0s (but nearer one is surely a Barton Wright 0-6-0); Accrington Charter Street mpd with "interesting" DMU inside and two Royal Scot class outsie: 46100 Royal Scot and 46142 The York and Lancaster Regiment on 4 May 1962 (Wembley Cup Final specials). See also correspondents in Issue 8 (p. 509): A.J. Bowers refers to the accidents which took place due to runaways on Baxenden bank on 15 December 1891 and one in July 1913 (with illustration); also agrees that one of the "two" Aspinall 0-6-0s is a Barton Wright 0-6-0; from Bob Gibson who suggests corrections to map: Great Harwood Junction, not Daisyfield East Junction; and from D.H. Dyson a correction to the date stated for Royal Scot photograph: should have been 6 May (he was the photographer).

Sinclair, Neil T. The General Strike in the Highlands. 347-51.
There had been no strikes on the Highland Railway until 1911. Nevertheless, the response to the General Strike of 1926 was univeral amongst the wages grades. The response of the Government to the General Strike of 1926 was to appoint District Commissioners to make local decisions. General MacFarlane, based in Inverness, concentrated on road transport, but volunteers and a handful of staff who worked did enable a few trains to run, but the strikers were well behaved. There is the remarkable story (KPJ suspects not published for first time) of Kenneth and Ethel Fraser's epic journey from Inverness to Paris via London and Dover. Clerks who went on strike suffered severely (many left to serve on the Benguella Railway) as is shown in the unpublished memoirs of Alfred H. Forbes. Sources are cited. Illus (b&w): HR 4-4-0 No. 128 Loch Luichart with locomotives crews at Aviemore in about 1919; Skye bogie 4-4-0 No. 14283 on mixed train near Achterneed in 1920s;  4-4-0 No. 14409 Ben Alisky leaving Kyle of Lochalsh with 17.45 (time looks apposite that way) special for Inverness on 7 May 1926 (during stike); 14384 Loch Laggan approaching Stanley Junction with local for Blair Atholl; 0-4-4T No. 15054 at Dornoch with six-wheelers from GSWR, LNWR and MR plus LMS bogie vehicle in early 1930s; 14679 Clan Cameron on very short southbound local train leaving Inverness in 1930s; Dalwhinnie station in HR days.

The LNER's A1 Pacifics. 352-4.
Colour photo-feature: 60141 Abbotsford leaving Peascliffe Tunnel on climb through Grantham on up express (Derek Penney); 60121 H.A. Ivatt departing King's Cross with 15.55 to Leeds Central on 18 August 1962 (Geoff Rixon); 60157 Great Eastern passing Retford under caution on up express (DP); 60140 Balmoral on down express passing Grantham in 1962 (note horsebox between locomotive and front coach) (DP); 60125 Scottish Union approaching Grantham on up express; 60138 Boswell in York shed on 12 October 1963 (Gavin Morrison); 60124 outside York shed in 1964 (DP).

The Brunel University Collection. 355-7.
The Collection includes photographs taken by Charles Mowat between 1924 and 1969 [reproduced are Colinton station and tunnel entrance taken on 22 June 1934, and one of Mouldsworth, former Cheshire Lines Committee in June 1961 (the enamel BR standard "gentlemen" sign is the only hint that it was not at least thirty years earlier]. Charles Clinker was both a photographer and collector of photographs (many of which are in other collections, notably those held by the NRM). Clinker C112.2 shows a broad gauge express on sleepered track at Exminster in May 1891. The Locomotive Collection consists of about 2000 photographs taken by an unknown phographer who appears in some of the photographs (but his anonymity remains unthreatened as these are not reproduced herein!): examples: Weston Clevedon & Portishead Railway tramway type of vehicle No. 1 on 3 September 1938 and former LBSCR 4-4-0 No. 2057 on shed at New Cross on 14 June 1936. Chris Wookey was a student at Brunel University and died tragically young: his collection was donated to the Library as a memorial: the disused signal box at Tapton was taken b him from a moving train on 10 February 1979.

Lost on the Callander & Oban line. Tom Heavyside (phot.). 358-9.
Colour photo-feature: class 27 27 010 shunting at Oban Station with Giles Gilbert Scott's wonderful St Columba's Catholic Cathedral dominating Oban Bay on 17 May 1978; 37 411 Institution of Railway Signal Engineers near Tyndrum Lower on 29 July 1987; 37 411 stopping at Tyndrom Lower on same day as previous; 27 030 shunts at timber loading sidings at Crianlarich; 37 012 Loch Rannoch in Oban station with 13.00 to Glasgow on 3 August 1985 Editor directs readers wanting steam in the same locations to Volume 18 in sections beginning page 96 and 540.;

Rutherford, Michael. A Brief Survey of the Irish 4-4-0. Part 1: Genesis — or how the Irish designed a "Crewe" 4-4-0 and exported it back to England. Two (Railway Reflections No.121). 360-9.
Centres on Alexander McDonnell and how a series of standard locomotives were evolved for the major Irish railway (the Great Southern & Western Railway at its Inchicore Works, including the dominant 101 class of 0-6-0 (designed at Beyer Peacock), and eventually the Kerry bogies (4-4-0) which evolved from McDonnell's light 2-4-0 design. An 0-4-4BT (a sort of Fairlie) and an 0-6-4T are also considered. McDonnell was an inspired head hunter: the brilliant engineer John Aspinall was recruited from Webb to be Works Manager at Inchicore and later Ivatt was attracted across the water in the same manner. Thus it is shown how the Kerry bogie concept was to re-emerge on the LYR and GNR. Some play is made on Aspinall's Catholicism (and on the Worsdell Quaker connections), but Ivatt's High Church sanctity is not mentioned. This article does cover the cause celebre of McDonnell's eventual fairly rapid departure from the North Eastern Railway (following his appointment as Locomotive Superintendent at Gateshead in succession to Fletcher). Rutherford uses this as a pretext to demolish the embroidered descriptions presented by Nock and by Tuplin in contrast with the brevity in its coverage by the magisterial Tomlinson and by Irving. Those seeking more about McDonnell's Irish career should examine Chacksfield's book on the Coey brothers and for the debacle on the NER Parts 3C (pp. 56-8) and 5 (page 145) of the RCTS Locomotives of the LNER. .

Bennett, Alan. History: Southern-style. 370-2.
Six brochure covers (illustrated in colour) accompanied by quotations from the purple prose intended to attract Americans to Britain. The first four were issued by the "Southern Railway of England" and the last two by the "Great Western & Southern Railways of England". This material presumably precedes the establishment of the New York office under the title of "British Railways" in the 1930s. The brochures are: Where England began (c1925) with cover illustration of the Roman Pharos at Dover BC54; Where English history was born: the garden counties of Kent and Sussex (1930); Where the Saxon kings held sway: the beautiful & historic counties of Dorset & Hampshire (1930) (cover is rubber-stamped "The Union Travel Company, Tours - Travel, Dayton Ohio"); Saxon England (1932). This and the remaining two feature an attractive style which KPJ associates with the dust jackets of Batsford books from the same period. The two joint publications (with the GWR) promoted King Arthur's England and England — and why which features the immortal lines: "England is as much 'home' to every true-born American as the United States itself". Creepy, crawly stuff.

Emblin, Robert. Logan and Hemingway — the firm and families. Part 2. — The Hemingways. 371-7.
James Hemingway II was born in Tamworth and was apprenticed to Rennie, Logan & Thomson under Robert Matthews. He married Mary MacGregor in November 1859. They had eight sons, six of whom survived, including Charles Robert Hemingway who was born in Cardiff in 1860. He was educated at the King's School in Macclesfield until 1874 and then worked for Logan & Hemingway on the Macclesfield, Bollington & Marple Railway which began the firm's association with the MSLR. Charles' father died in September 1879. Charles Hemingway worked under his uncle, William MacGregor, gaining experience on the Welham branch of the Tilton & Market Harborough line. This line was the subject of a serious legal dispute with the Midland Railway and Charles worked closely with the company's solicitors in its London office. He married Mary Elizabeth MacGregor with whom they had nine children. From 1882 Charles Hemingway was in effect in control of the company's operations. In 1888 the company won the contract to build the Chester & Connah's Quay Railway, but to the annoyance of Edward Watkin the bridge across the Dee was not ready in time to convey Gladstone to the Paris Exhibition, but Logan & Hemingway came to the rescue with a temporary crossing. As noted in earlier articles the firm did a considerable amount of work on the MSLR's London Extension, including Nottingham Victoria station. Later work included the Wath Concentration Yard. Hugh Logan joined the firm in 1906. The Sleaford to Cranwell Railway was constructed for the Admiralty during WW1.. Charles Hemingway became a widower in 1909, but married Jessie Kennedy from Kilmarnock in 1915. Logan became ill whilst constructing the Frome Cut-off for the GWR and retired in 1933. Due to the lack of work the firm was closed in 1935 and Charles Hemingway retired to Aberlady. He died in 1947. James Angus Hemingway was born in Cardiff in 1866 and was educated at Uppingham. After a time in Australia where he married Sarah Amy Harding he returned to the UK in 1888 and joined Logan & Hemingway. He was associated with the conversion of the Frodigham Viaduct into an embankment and with extensions to the John Brown Steelworks in Sheffield. He retired to Cromwell, north of Newark and died in 1942. There are briefer biographies of Charles' brother Philip Crawshaw born in 1878 who was educated at Uppingham, worked for the firm, but appears to have been injured severely during WW1 and retired to Aberlady in 1920. Charles Robert Hemingway, Junior, was educated at Loretto School, studied at Oxford and worked for the firm under Edward Dale, but left the firm shortly before its demise. Guy Yeoman Hemingway (includes portrait of when about 25), son of James Angus Hemingway, was educated at Repton and Oxford (Hertford College), but joined Logan & Hemingway in 1927 and remained with it until its demise. His subsequent work was varied. Following retirement he lived in his father's house at Cromwell. He died on 16 April 1986. He was a lively model maker and interested in the history of transport

Nicholls, Arthur R. The real world of the railwaymen: a short anthology of poems by railwaymen. 378-9.
Based around F.W. Skerrett's Rhymes of the railway (Leeds: 1920: not in Ottley, nor in BLPC, but in University of Warwick (Perry Collick's papers, Modern Studies Collection). Tommy's Opinion (rerproduced herein) is extremely bitter, reflecting the National Railway Strike of 1919. Illus.: LNWR employees standing on or alongside Precursor 4-4-0 No. 1104 Cedric: picture does not match text..

Rolling stock focus: East Coast Postal. 380.
E70278E and E70297E at Stratford in March 1969. Built at York in 1929 and used on TPO service from Liverpool Stratford to Peterborough.

Readers' forum. 381-2.
To this company's advantage. Robert Barker.
See feature by Michael Smith (p. 134 et seq):  further information about Charles Jones, the G and H class locomotives; the use of "Met" on Nos. 91 and 105 after the takeover by the LPTB: possible explanation for name Brill allocated to No. 97; the unpopularity of the H class following transfer to Nottinghamshire; and the claim that ex-Metropolitan engines never worked via Northolt Junction and High Wycombe.
To this company's advantage. Albin J. Reed.
See feature by Michael Smith (p. 134 et seq):  states that ex-Metropolitan Railway were painted in lined black by LNER: writer quotes Foxell's Memories of the Met & GC Joint Line for picture of No. 6422 so-adorned: see also p.97 The Big Four in colour (Jenkinson) where livery is quite obvious and matches blazers of boys in photograph at Neasden in August 1938.
To this company's advantage. Richard Hardy.
See feature by Michael Smith (p. 134 et seq): memories of how the ex-Metropolitan Railway footplatemen retained their distinctive overalls and caps (as did the former M&GN men) under the LNER at Neasden, Chesham and Aylesbury (at the last named depot there were also GWR crews)
Caprotti valve gear. Philip Atkins.
See page 148 et seq: who mentions that Hugh Phillips had shown him documentation which indicated that British Railways showed tentative interest in fitting King, County, Merchant Navy and (new) 9F  locomotives with Caprotti valve gear; Franklin poppet valves fitted to Pennsylvania 4-4-4-4s; applications of Caprotti gear in France and for Great Indian Peninsular Railway and Central Argentine Railway and decrease boiler efficiency of Pennsylvania 4-4-4-4s and No. 71000..
Caprotti valve gear. Richard Hardy.
See page 148 et seq: as applied to LNER B3 class where they were fast, economical and comfortable
Return to Galloway. John Macnab.
See page 229: Swindon Inter-City DMUs were built for the Glasgow St Enoch to Ayr and Stranraer services
Return to Galloway. Stephen G. Abbott.
See page 229: Swindon Inter-City DMUs were built for the Glasgow St Enoch to Ayr and Stranraer services: the Edinburgh-Glasgow DMUs were difficult to redeploy as built as six-car sets.
The Sidmouth and Budleigh Salterton branches. Stephen P. Derek. 382.
See feature page 208 et seq: concerning the Exmouth to Cleethorpes service (via SDJR) and in particular its rolling stock composition and the Littleham to Waterloo through service for Sandy Bay Holiday Camp.
The Sidmouth and Budleigh Salterton branches. Stephen G. Abbott.
See feature page 208 et seq: concerning the Exmouth to Cleethorpes service (via SDJR) and in particular its rolling stock composition: argues (in Stretton-like manner) that this did not feature Southern Region stock: Stephen P. Derek throws the Working Notice against him on p. 573.
The Sidmouth and Budleigh Salterton branches. David Thrower.
See feature page 208 et seq: correction of position of level crossing at Sidmouth Junction;
The Sidmouth and Budleigh Salterton branches. David Treharne.
See feature page 208 et seq: and guest editorial from Martin Adams on page 195 on the difficulty of verifying the dates for the demolition of the viaduct at Exmouth (KPJ regards this letter as falling within the semiotics of railways: that is the way in which railways and their remains are perceived)...
Yorkshire Engine Company and steam tenders. Tony Vernon.
The Poultney steam tender (Patent UK 262,360), constructed by the Yorkshire Engine Co. in 1927 and  fitted to Ravenglass & Eskdale Railway 2-8-2 River Esk
One thing leads to another. L.A. Summers.
See page 274 et seq: having read Peck's The Great Western at Swindon Works author now informs the Backtrack readership that Holden designed both the "Swindon" and the "Stratford" locomotives (we must hope that Mr Summers reads Mr Rutherford in this Issue before bursting into print again). Letter contains further dig at Joy's Diaries (Carlton incorrectly transcribed as Charlton). Summers wonders if there is an Ahrons archive (with typo Anrons to cause more fun). {KPJ: the extant bibliography of Ahrons is extensive [as the Editorial Note at the beginning of the British steam railway locomotive (KPJ "gave himself" his own copy of this wonderful work for his seventieth) makes abundantly clear: unfortunately the Breckland bibliographical wilderness inhibits easy inspection of all these riches]. It is also probable that much was lost in the bombing of the Locomotive Publishing Company's premises during WW2.}
Blight on Blyth. Editor.
Editor was sunk in communications about Blyth 2-4-0T from Southwold Railway (page 279).

Quarrying in Northamptonshire. Brian Sullivan. rear cover.
Nassington Ironstone Quarries: two Hunslet 0-6-0STs Ring Haw (1940) and Jacks Green (1939) top and tail loaded train climbing from quarry

Number 7 (July)

LMS Fowler Class 4 2-6-4T No.42323 calls at sunny Alton Towers, on the North Staffordshire line, with the 11.25am Leek-Uttoxeter on 19th August 1961. Michael Mensing. Front cover

All I want is a room somewhere. Michael Blakemore.
Editorial on railway hotels as prelude to five-star article (this Issue is particularly rich in these).

On the 'Knotty'. Michael Mensing (phot.). 388-9.
Colour photo-feature; Calss 120 DMU in BR corporate blue & grey livery on train for Crewe at Stoke-on-Trent station on 12 August 1978; 42323 chuffing away from Alton Towers on Churnet Valley line to Uttoxeter on 19 August 1961; Class 2 2-6-2T No. 41277 on push & pull Tutbury Jenny passing site of Stretton & Clay Mills station on 4 June 1960; down Comet hauled by 46108 Seaforth Highlander south of North Rode on 30 September 1959; WD 90369 crossing Trent & Mersey Canal near Kidsgrove Central on 26 September 1960.

Skelsey, Geoffrey. Famous hotel-keepers for over a century: British railway hotels under State ownership, 1948-84. 390-9.
The Hotels Executive, 1948-53; British Transport Hotel and Catering Services, 1953-63; British Transport Hotels Ltd, 1963-84. Table 1 lists the main data relating to hotels owned by the LMS, LNER, GWR and Southern in terms of number of hoels owned, number of bedrooma, and overnight guests. The Southern was least interested in this activity: the LMS built two major new ones at Morecambe and at Queen's Hotel, Leeds to replace existing hotels and planned more replacements. The GWR added two new rural hotels: the Welcome and the Manor House and planned more hotel construction, including at Looe at the end of its projected new branch line. The author is waspish about some of the final transactions between the State and the private sector where quick profits were made or financial incentives were demanded by the new owners. In Ireland things were done differently. Includes some delightful anecdotes about how the article came to be written. Excellent architectural photographs (mainly in colour by the author): Adelphi, Liverpool (scene of BBC documentary); Victoria Hotel, Bradford; art deco classic Midland Hotel Morecambe, Midland Hotel Bradford, Perth Station Hotel (built under joint ownership of CR, NBR and HR); Grand Hotel West Hartlepool (built North Eastern Railway); North Stafford, Stoke-on-Trent; plus four black & white: Euston, Queen's Hotel Leeds, Zetland Hotel, Saltburn-on-Sea (started by Stockton & Darlington Railway, finished by NER) and Cruden Bay Hotel with tram at entrance (GNoSR) plus illus.of some publicity materail.

Nisbet, Alistair. Oxford for the day. 400-3
In August 1963 Master Nisbet travelled from Paddington to Oxford, bashed the shed, and returned on 10 August 1964 to take some photographs in the rain.R.L. Clark (page 573) is critical both in terms of emphais and in fact, noting that the Bletchley service was operating at the time of these visits.

Lewis, Christopher. William Henry Barlow, 1812-1902: an appreciation of a great Civil Engineer. 404-10.
Born 10 May 1812 in Woolwich. Concise biography which concentrates on the London Extension of the Midland Railway, including the trainshed at St. Pancras; and his work on the second Tay and Forth bridges. He died on 12 November 1902 and William and his wife Selina are buried in Charlton cemetry: the grave is illustrated. High Combe, the Barlow residence which now serves as a Catholic presbytery is also illustrated. There is a portrait by John Collier which is property of the Institute of Civil Engineers, and the Barlow charger (a silver dish) presented to him on his 90th birthday. Extensive bibliography. Other illustrations: fine viw of Forth Bridge, contemporary view of St Pancras train shed. Added comment on resuse of Barlow rails from D.L. Lovely (page 637).

Portrait of a 'Lanky'. 411
Colour photo-feature (all Colour-Rail) of 2-4-2T No. 50850: at Newton Heath mpd, Manchester and at Chapel Street Southport (latter on 14 October 1961).

Edmonds, Tim. Asking the impossible. 412-13.
Passenger travel between South Acton and Brentford.

Home on the 'Grange'. 414-15.
Colour photo-feature: 6854 Roundhall Grange approaching The Lakes Halt on North Warwickshire line with 11.20 Newquay to Wolverhampton Low Level on 25 August 1962 (evening light) (Michael Mensing); 6863 Dolhywel Grange at Worcester Shrub Hill with train for Stourbridge on 1 August 1963 (train includes excellent view of Palethorpe's sausage van) (David Idle); 6853 Morehampton Grange ex-works at Swindon on 16 August 1964 (contra jour) (Roy Hobbs); 6875 Hindford Grange (view down onto cab from above) at Truro station on 18 May 1959 (Michael Mensing); 6879 Overton Grange near Fenny Compton on down freight on 30 July 1963.

Somerset & Dorset days. 416-22.
Colour photo-feature: 3F 0-6-0T No. 47316 on local freight, 7F 2-8-0 No. 53810 shunting off a coal wagon at Midsomer Norton on 3 July 1961 (R.C. Riley); Class 3F 0-6-0 No. 43248 passing Templecombe No. 2 Junction signal box with train from Highbridge formed of SR (green) stock on 7 July 1959 (RCR): letter from Phil Jacques (page 509) states train was 15.40 Bournemouth West to Bristol reversing into Templecombe (train engine was 75072, steam from which is just visible); 53809 on Nottingham to Bournemouth express passing Stalbridge on 25 August 1962 (T.J. Edgington); Class 4 2-6-0 No. 76015 climbing towards Masbury Summit with Bournemouth to Bristol passenger train on 3 September 1963 (David Idle); 43248 on passenger train at Highbridge for Evercreech Junction on 1 August 1955 (note LSWR passenger vehicle in formation); 9F 92220 Evening Star crossing River Stour at Sturminster Newton on 1 September 1962 (RCR); 4F 0-6-0 No. 44560 at Masbury Halt on Bath top Templecombe local passenger on 3 September 1963 (DI); Bath Green Park with class 2 2-6-2T No. 41249 with local passenger for Bristol and 76027 with Bournemouth train on 22 August 1962; BR class4 No. 75007 arriving Radstock North on Bornemouth to Bristol train on 5 September 1963 (DI); 2P No. 40569 piloting rebuilt West Country 34045 Ottery St. Mary in Midford Valley on Bournemouth to Manchester express on 12 August 1961 (RCR); SDJR 2-8-0 No. 53807 at Wellow on up freight on 6 July 1959 (RCR); 2P No. 40700 assisting BR class 5 No. 73051 on Bournemouth to Leeds Saturdays only express on 5 September 1959 (RCR); BR class 5 No. 73049 with one part of two-part northbound Pines Express passing 2-8-0 53807 on its freight waiting in siding at Wellow on 6 July 1959 (RCR); page 421 (middle): our Mike shows that he supports England: panoramic view of St Leonard's Church at Pitcombe (near Cole) which is flying the St George's cross on 6 November 1965 with class 2 2-6-2T on Highbridge to Templecombe train in background; 4F No. 44560 on Bath to Templecombe stopping train on 27 July 1963 (Hugh Ballantyne); standard class 4 4-6-0 No. 75007 approaching Shepton Mallet with Charlton Road Viaduct in background with Bath to Templecombe local on 5 September 1963 (DI) and two unrebuilt West Country Pacifics (34006 Bude and 34057 Biggin Hill) on Locomotive Club of Great Britain special on 5 March 1966 (DI)..

The 1902 Royal Visit to Plymouth and Dartmouth. 423
Photo-feature: Atbara 4-4-0 No. 3374 Britannia aka Baden Powell decorated for hauling Royal Train from Paddingto to Kingswear on 7 March 1902 in 4hr 23min (228½ miles; Royal train at Plymouth North Road on 10 March 1902, and the Royal Saloon in close-up (built by GWR in 1874 for Queen Victoria and rebuilt in 1897 (bogies appear to be similar to those used on steam railcars).

Campbell, Robert D. Muck, brass and Glasgow's railways. Part One. 424-8.
Fascinating story of how the police cleaned up the streets, dumped the filth into middens and used the railways to cart it off to the coup. The city of Glasgow grew rapidly from over 80,000 in 1801 to over 475,000 in 1871 and in 1801 the Police Act empowered the police to do something cleaning the city up. Scavengers were employed from 1804, but they were also required to assist in general policing. In 1859 pure water was brought to the City from Loch Katrine. In 1862 the Police Board contracted a Drummond to organize the transport of odure from seven dung hills out into the surrounding agricultural areas using special railway wagons. 200 wagons were supplied by Robert Faulds & Co., the Birmingham Wagon Co., P. & W. MacLellan & Co and the North of England Railway Carriage Co. They were painted in brown oxide and plated Glasgow Police Board. Depots were established at Sighthill Goods on both the CR and NBR; at Bridgeton, Muirhouses/Gushetfaulds; Camlachie (NBR); Cook Street (GSWR) and subsequently Pinkston Bank (CR) and Craighall (NBR). By 1868 over 100,000 tons of noxious waste was being transported away to places as far as Forfar. Special attention is paid to Fulwood Moss Coups (between Houston and Bishopton) where the odure was laid to rest and used to grow tatties and the Police Committee went down to enjoy picnics. Wonderful article. Technology eventually overtook this operation with the development of sewage works at Dalmarnock in 1894; Dalmuir in 1904 and Shieldhall in 1910 when sludge boats transported the solids out to the Firth of Clyde and incinerators disposed of dry waste, but there was suffiient material for the Sewage Committee to be responsible for a small fleet of Barclay shunters including a crane tank. Extension of the City boundaries in 1891 led to new works at Kelvinhaugh and at Haghill. In addition to Fulwood Moss the City was involvedd in land improvement at Gain on the Cleddans Estate owned by the Whitelaw family and on the Gartshore Estate, both to the East of Glasgow. The Ryding Farm was owned by the Corporation. Illus. CR 4-4-0 No. 721 Dunalastair halts at Bishopton station pre-WW2; NBR 0-4-0 No. 1020 (originally No. 268, Hawthorn, Leith, 1864) based at Kipps; NBR 0-6-0T No. 505 (Dübs, 1877: originally Glasgow, Bothwell & Hamilton Railway No. 1); Glasgow Police Commissioners 8 ton wagon with dumb buffers No. 852 (Hurst Nelson 1895); R.Y. Pickering 4-plank 8 ton wagon: Sewage Disposal Dalmarnock No. 30.

Mellor, Ian as told to H.N. Twells. Derby 1945-1963: an apprentice's story - Part One. 429-33.
Describes apprentice training. The valving section involved heavy manual wiork, especially on locomotives with inside cylinders. The work could be dangerous and first aid skills could save lives. There was a fire in the works during his time. He studied for ONC and was issued with Namco, a milk-based dring issued to youths at that time. During National Service in the RAF the author developed coach services from Wellesbourne, near Stratford-upon-Avon to Birmingham and elsewhere in association with Hutfield Coaches of Warwick: a business which British Railways and Midland Red Omnibus Co. attempted to disrupt! Part 2 see page 564 et seq

Rutherford, Michael. A Brief Survey of the Irish 4-4-0. Part 2: Mostly Great Northern (Railway Reflections No.122). 434-42.
Begins by showing how Aspinall and Ivatt expanded the Irish 4-4-0 into the 4-4-2 type. Then a thumbnail history of the Great Northern Railway Ireland and its ancestry in the Ulster Railway, the Dublin & Belfast Junction Railway, and the Irish North Western Railway. Locomotive Superintendents are listed and the information has been added in the appropriate section. .  Illus.: U class ex-GNR No. 202 (UTA No. 67) Louth (blue) at Lisburn in June 1962 under spectacular stormy sky  (I Pryce colour); PP class No. 74 Rostrevor; S class No. 170 Errigal (blue) at Portadown on Londonderry train on 2 June 1947 (A.D. Hutchinson colour); P class No. 53 at Dundalk on 26 April 1951 (T.J. Edgington); S class No. 171 Slieve Gullion leaving Poratdown in July 1963 (I. Pryce colour); U class No. 202 Louth (blue) near Belfast in May 1959 (J.G. Dewing colour); P class No. 72 (black) at Clones on 27 April 1956 (TJE); PP class No. 107 (black) at Londonderry (GNR) in July 1932 (J.A. Coltas); Q class No. 122 at Adelaide on 25 June 1950 (TJE); UTA No. 62 (S2 No. 190) at Adelaide on 11 June 1964 (TJE); Q class No. 131 in CIE ownership but still in GNR black at Mullingar in June 1964 (TJE colour); PP class No. 129 at Londonderry (GNR) in July 1932 (J.A. Coltas); Q class No. 122 with token catcher at Londonderry as previous; U class No. 196 with LQG 0-6-0 Noi. 163 at Dundalk in May 1950 (JAC); U class No. 200 Lough Melvin (blue but b&w photo) at Eniskillen on 28 April 1951 (TJE); Dublin, Wicklow & Wexford Railway 4-4-0 No. 57 Rathnew with Belpaire boiler, c1906. Part 3 pp. 552-63.

Readers' Forum. 443/446.
One thing leads to another. Lyn D. Brooks.
See page 274 et seq: In effect shows that L.A. Summers' contribution was nonsense by showing that Thomas William Worsdell was the genius behind GER 2-4-0 development and that the T19 type was very similar to the G14 class.
One thing leads to another. M.D. Hardy.
See page 274 et seq: Holden and oil burning on the GER: notably the contribution of Arthur Morton Bell.
Return to Galloway. John Horne.
More on the relationship between the Inter-City DMUs of 1956 used on Edinburgh to Glasgow services and the Class 126 used on Ayrshire services.
North British. A.J. Mullay.
See feature page 288: questions caption notes on withdrawal dates for class J36 and J37..
Signs of the times. David A. Young.
See caption to  last picture in series beginning page 248: notes that reference in caption to Chapel-en-le-Frith "North" should have been "South"
Railways and iron and steel development around Teesside. Bill Gathercole.
See Rutherford feature beginning page 236: Describes extant remains of Ingleby Incline and observations made by old local farmer who claimed that his mother had travelled as passenger on incline.

Pre-Grouping colours. 444-5.
Reproductions of postcards published by the Locomotive Publishing Company: NSR G class 4-4-0 No. 86 in madder lake; MGNR 4-4-0 No. 53 in golden ochre; GSWR 4-6-4T Baltic tank No. 545 in green with polished steel boiler cladding; Highland Railway 4-6-0 No. 145 Murthly Castle in very dark olive livery (all so far clearly based on official works photographs) ; LYR 4-6-0 on Newcastle to Liverpool express with Newcastle to Liverpool express formed of NER stock in deep red livery (includes six-wheel bogie dining car with massive underframe) on Walkden troughs; and GER Claude Hamilton 4-4-0 in ultramarine livery descending Brentwood bank with luncheon car express non-stop from North Walsham?

Book Reviews. 446
Steel wheels, the evolution of the railways and how they excited engineers, architects, artists and writers. A.F. Garnett. Cannwood. RH. ***
"A stoically patient reader able to take a few breathers will find a useful historical tour d'horizon". KPJ has also seen the book and read it in an unusual location, was bursting to try the internet address, but once home found that the website did not supply the missing data
Steam on Scottish metals. George Marsh and Michael Webb; ed. Anthony P. Vent. Buggleskelly. TJE *
"Disappointing"

Digging in at Black Rock. David A. Hill. Rear cover
Britannia No. 70038 Robin Hood on special for York approaching Hartshead power stationon climb to Standedge on 2 July 1967 (rear view captures chime whistle, rear of cylinders and lack of real nameplate to perfection).

Number 8 (August)

WD 'Austerity' 2-8-0 No.90041 passes Hilton Junction, south of Perth, taking the Newburgh line towards Edinburgh with a freight from Abe