British Railway Journal Volume 1
Index of Issue numbers below
GWR Special (2 Issues)
LMS Special Issue (LMS Society 1988)
North Eastern Railway Special Issue
Special Great Eastern Railway Edition (n.d.): compiled and edited by John Watling
Special London & Birmingham Edition; edited Richard Foster.
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This journal (a sort of Colonel Stephens venture, but less well organized), published by Wild Swan, is/was only obtainable via subscription, or through a limited number of specialist outlets, such as Motor Books. It used to be published quarterly (but was usually late: see Editorial to Issue 8), but was latterly officially an irregular of questionable regularity, price or format. Due to the emergence of Great Western Railway Journal, LMS Journal, etc from the same publisher (Wild Swan) the content of this irregular is/was slightly less significant than it used to be, although a very important contribution was being made by the articles which survey/ed the contributions made by enthusiasts, epecially photographers, such as Kite, Camwell and Barber, and the entrepreneurs (if that is not too grand a name) for people/organizations like Pouteau and Lens of Sutton.
Thanks to the generosity of one well-known contributor a start has now been made on Volume 1. Number 8 had been seen earlier: it was especially wanted as it contained an account of the Maidens & Dunure line: walked for the first time whilst the viaducts were still in position and later used as a short cut between Croy Bay and Dunure which provided magnificent seascapes across the Firth to the Isle of Arran. This copy was obtained from Nick Tozer at www.railwaybook.com The Kidderminster Railway Museum has also been a source for copies at reasonable prices. As Wild Swan operates in the age of the quill pen and highly movable type it is doubtful if it is aware of this or any other website which is a pity as real swans have web feet.
Issue No. 1 (October 1983)
'Metro' class tank No. 1418 at Ealing. J.E. Kite (phot). front cover.
Carpenter, Roger. The Red Wharf Bay Branch. 2-13.
Parliamentary powers obtained in 1899/19900: 6 miles 60 chains long: opened from Holland Arms to Pentraeth on 1 July 1908 and throughout on 24 May 1909. It had origannly been intended to extend the line to Belllech, which has since become a thriving seaside resort. Passenger services were withdrawn on 22 September 1930 and all traffic ceased on 3 April 1950. The Anglesey Railway had been authorized in 1812 to link Penrhynmawr (near Holland Arms) with Red Wharf Bay, but it was abandoned in 1831 with very lttle work having been done: see Anglesey's ghost railway. Rly Mag., 1940 (July). Other material on the branch appeared in the Rly Mag. in April 1914 and in April 1960 and in the SLS Journal in January 1954. There were halts at Ceint, Rhyd-y-Saint, and Llanbedrgoch. The line was worked on the one-engine-in-steam principle. The passenger service is described and the 1917 public timetable is shown. The line was noteworthy for introducing push & pull services to the LNWR. This used mechanical control gear using a 'Chopper' 2-4-0T. The 5ft 6in 2-4-2Ts were used when vacuum controlled push & pull was introduced. Illus. line under construction in 1907; 1 July 1908 first train to Pentraeth at Holland Arms with push & pull set and Chopper 2-4-0T No. 1441; probably same train arriving at Pentraeth; pioneer push & pull set (Nos. 78/9) inside Wolverton Works. Plan of Holland Arms. Most of the fascilities (including halts and goods yards) are illustrated; some relatively late, such as 1947 and 1952. See also letter from Richard D. Foster in Issue 2 page 44 which notes the use of concrete to form abutments, and the introduction of push & pull working by LNWR on this line also comments on use of terms "motor train".
Tipper, D.A. The Oxford 'Metros'. 14-16.
Includes some autobiographical material about a former Wolverhampton apprentice who presumably became ordained as an Anglican clergyman and was (in 1981) in charge of the parish in Linton, near Ross-on-Wye (a living supported by St John's College in Oxford). Earlier links with Oxford were of a more rough and ready sort. [KPJ: although the Editor credited the author with Rev. as the article is not about religion, the Rev. is not credited in the heading; similar action is taken over 'Dr' whether medical or otherwise]. Describes test run of No. 3588 from Wolverhampton to Shifnal and back on 7 September 1946: at least 50 mile/h was attained on return trip. 3589 was also overhauled at Wolverhampton and returned to Oxford for working Fairford branch. A failure in transcription (3588 instead of 3583) led to writer being sent to Fairford branch to investigate state of 3588, actually 3583. 3583 was extremely rundown: loose boiler, loose frames and loose side tanks, and by some unconventional positioning whilst locomotive was in motion it was established that the big end was knocking the frame. The track was also poor. Illus.: 3589 at Stafford Road; 3588 in black livery at Stafford Road on 7 September 1946; 3589 at Witney on 11 October 1947; 3585 and 3583 on Oxford shed in 1947.
Beale, Gerry. GWR 'S' and 'T' plates. 17-18.
Either showed a clear indication, or if reversed indicated that there was a fault in either the signalling or telegraph systems. Further information in Number 3 (page 64). Illus. Brill & Ludgershall signal box shortly after line opened in 1910; Speech House Road signal box with plates still in situ on 18 May 1961 (A.K. Pope). See also letter from Foster & Instone page 173. See also Bleadon & Uphill signal box in 1891 displaying S and T plates (Backtrack, 1991, 5, 133 (page 137)).
L & SWR rail motor No. 2. 18.
From John Minnis collection. H12 class steam railcar probably at Plymouth Friary (with destination board showing Turnchapel.
Lewis, John. More light on the 'City of Truro'. 19-20/24.
The high speed run on 9 May 1904: this is mainly concerned with the composition of the train and an estimate of its weight. This also corrects the impression that North German Lloyd Kronprinz Wilhelm may have unloaded bullion. In an attempt ot establish the amount of weight conveyed the following contemporary sources were examined: Western Daily Mercury, 10 May 1904; Western Morning News 10 May 1904, The Engineer 20 May 1904 and 10 June 1904 (reports by Charles Rous-Marten, and Ralway Magazine June 1904 (Charles Rous-Marten). Also cites the account in the Great Western Magazine for November 1922 and an article iby H.G. Kendall in Railway Magazine September 1960 which states that William Kennedy (a letter sorter) may also have timed the train. Lewis also wonders if Rous-Marten caught the special with little time to spare.
Karau, Paul. Twyford Station. 21-3.
Pp. 22-3 (centre page spread): showing mixed gauge track, including points and crossings, probably just before end of broad gauge. Also track plan c1893. See also plea from Nigel R. Daley in Issue 2. . See also letter from Foster & Instone page 173..
Turner, Chris. Red and white head and tail lamps.
Reproduction of circular letter from C.B. Collett dated 22 December 1936 introducing white in place of red and noting that the change should made gradually, but that either white or red lamps should be used, and not combinations of both. See also letter from H.B. Pritchard on page 304 who uses this feature to note failures to model or "preserve" GWR locomotives in correct liveries..
Karau, Paul. Common light railway architecture. 25-31.
Part 2 see page 60. Similar structures were erected on geographically remote from each other lines due to the common influence of Arthur Cadlick Pain. Such buildings occurred on the Culm Valley Railway, the Swindon & Highworth Light Railway and the Southwold Railway. They all employed timber frames, but the appearance differed, especially if timber cladding rather than brick infill was used. Illus.: Blythburgh station c1901 with train at platform; Uffculme station, Hemyock station, Culmstock station and Highworth station. Drawings for basic design and for Hemyock.
Minnis, John. Early days on the Selsdon-Woodside Line. 32
LBSCR Terrier class No. 82 Boxhill with three four-wheel coaches at Woodside station, possibly in 1886. Photograph from Messrs. Phillips of East Croydon.
Minnis, John. New Cross [Shed], 14th September 1901.
Four photographic illustrations: probably the work of A.C. Hovendon: fitters' shop and two Gladstones, Billinton radial tank and SER 4-4-0 on passenger train at adjacent station; new and middle sheds with D1 tank engines and B2 4-4-0; No. 389 Shoreham on turntable with signals visble both for East London line and LBSCR; breakdown crane manufactured Cowans Sheldon in 1898. Cites P.F. Winding article on shed in Rly Wld for Decemeber 1978.
Wiles, Andrew. Modelling Brunel's baulk road.
Approximately half of this feature describes the prototype method of construction (J.W.Mann page 88) challenges statement that plain track was always secured by fang boults as coach screws also used. Page 38 photograph of Brixham station with standard gauge baulk road c1900 with 0-6-0ST and vast staff in attendance.
Harrison, Ian. Lambourn signal box. 41-4.
Modelling the prototype: See also up starter thereat page 86. letter from Foster and Instone (page 173) notes that signal box was standard GWR design
Number 2 (Winter 1984)
Note this Issue was paginated from "1", but following Issues continued the sequence
Riley, R.C. Wenford Bridge and the Beattie well tanks. 2-8
Morris, John. Parsons Tunnel Signal Box. 9-11.
See also long letter from Richard Foster and Reg Instone on page 174 which queries the way in which this signal box was operated. See also letter from D. Castle in Issue 8 page 306 on issue of waterproof clothing to signalmen at this signal box and also to those at Bala Junction.
Carpenter, Roger. Harvington ex-Midland Railway,
See also letter page 132 from Michael Birkinshaw whose great grandfather was station master thereat Illus include Flat-iron 0-6-4T No. 2038 in 1931 (W. Leslie Good). Further notes on signalling submitted by Reg Instone in Issue 9 page 337.
Christensen, Mike. Weedon. 18-21; 41-3.
Follows the history of signalling at Weedon from its origin on the London & Birmingham Railway through to the removal of any signal cabin at Weedon through its replacement by the Rugby Power Signal Box in 1964. As opened the railway had to cross a branch of the Grand Union Canal by a drawbridge, and special precautions had to be taken. From 1888 the station became a junction for Daventry and from 1895 for Leamington Spa. In its Act of 1893 the LNWR had envisaged a high speed junction for this line, but there was a formal abandonment in 1897. The work for the junction led to the elimination of the drawbridge. The rest of the article is a detailed examination of changes in the signalling, including the installation of the elctric staff system on the branch by the LNWR and colour-light (including some of the searchlight type) as intermediate block signals (IBS).
Mountford, Eric. Tondu Middle Junction and loco shed. 21-3.
Double-page spread (22-3) from Neil Parkhouse Collection. Dates from about 1900: evidence from Wolverhampton-built 0-6-0ST. Notes on locomotives stationed at shed and on the lines radiating from junction to the Llynvi Valley, Gaew and Ogmore Valleys and to Porthcawl and Bridgend.
Kite. J.E. The 'Barnums' of the G.W.R. 24-6.
Double-framed 2-4-0s built at Swindon in 1889: numbered 3206-3225. "As bilt they had the Swindon flush firebox casing, underhung springs on leading and coupled wheels, smokebox wing plates and with polished brass domes and safety valve casings and brass beadings on the splashers, presnted a fine appearance indeed". Inevitably they were fitted with a wide variety of boilers, notably of the Belpaire type. See also letter from Peter K. Jones on page 220. Some were used on the Cambrian lines after the grouping, and the last were used on Wellington to Crewe trains until 1936. Illus: 3223 at Wolverhampton (with Belpaire boiler with top feed); unidentified locomotive with Duke pilot (see letter from P.K. Jones on page 220) which proposes No. 3222; 3224 (with domeless Bellpaire boiler) on express at Slough in 1911; 3216 in almost original condition; 3223 with 5129 at Wellington on 6 May 1935; 3216 at Wellington in 1934.
Savernake Station. 27.
Situated on the Berks & Hants Extension Railway opened in 1862 and shown as during 1890s. Longitudinal trackwork, including points, still in use. Metro class 2-4-0T with horsebox? Photograph via Paul Strong.
Simmonds, Roger. The Park Prewett Hospital Railway, Basingstoke.
Railway constructed to bring coal to large hospital constructed to relieve the Hampshire County Asylum, but initially used as a militray hospital during WW1 to treat Canadian troops. Work started on the railway in 1912. It was steeply graded (gradient profile provided) and sharply curved. It is alleged that some of the injured troops arrived by special train, but the profile of the railway would seem to have precluded this. Following WW1 the hospital reverted to its orginal purpose and the line was usually worked by a G6 0-6-0T (typically Nos. 278 or 348) from Basingstoke which propelled its load towards the hospital.
Hall, Rodney. Brecon & Merthyr 0-6-0 double-framed
saddle tanks. 33-40.
Produced when Henry Appleby was Locomotive Superintendent of the Monmouthshire Railway & Canal Co. Four 0-6-0STs were supplied from each of Avonside and Dübs. Under GWR-ownership these were rebuilt as 0-4-4Sts and 0-4-4BTs in 1891/2. In 1872/4 the Neath & Brecon Railway ordered six very similar 0-6-0STs from Avonside. In 1874 the Swansea Vale Railway was acquired by the Midland Railway and an agreement was reached in 1877 whereby the MR all traffic between Brecon and Ynys-y-geinon and two surplus 0-6-0STs were sold to the Brecon & Merthyr Railway becoming 30 Allt and 31 Tor (the last to be named by the company). The N&BR residue were numbered 1-4: Nos. 1 and 2 came into GWR ownership in 1922: the latter as GWR No. 2189 was withdrawn in 1931; the former as No. 2199 was sold to Broomhill Colliiery in Northumberland where it lasted until 1955. The BMR clearly liked their two acquistions and ordered six from Fowler and six from Stephenson. These had smaller (4ft 2in) wheels than the acquired locomotives and were originally fitted with the Eames brake. These became BMR Class 1. In 1896 two 0-6-0STs with larger (4ft 7*in) wheels were ordered from Kitson and in 1900 three further were obtained from Nasmyth Wilson: these five locomotives formed the 22 Class. The GWR performed strange modifications to some of these classes, including fitting No. 22 with an open cab in place of its original enclosed cab. Illus.: BMR No. 6 on freight near Cyfarthfa Works c1922; No. 4 at Llwyncelyn Junction with freight on 12 August 1913; No. 13 at John Fowler Works in 1885 (Official Works); No. 1 at Brecon on 12 August 1913; No. 1 near Merthyr Tydfil on freight c1922; No. 8 at Brandy Bridge Junction with BMR brake van c1922; No. 8 at Merthyr; No. 28 at Brecon on 3 ASugust 1914; GER No. 2183 (ex-7) with many GWR fittings at Newport in 1930 and GWR 0-4-4ST No. 1351 (former Monmouthshire Rly No. 49) withdrawn at Swindon in 1913.Scale drawings for both Fowler and Stephenson built Class 1 type.
Book Reviews. 44.
The railway heritage of Britain. Gordon Biddle and O.S. Nock. Michael Joseph. PK.
Official British Railways Board publication. Slightly critical of the smallness of some of the illustrations, but the book was well designed.
Locomotives of the L.N.E.R. Part 6B.. RCTS. GB
"impeccable standard": thoroughly recommended.
The Brookwood Necropolis Railway. John Clarke. Oakwood. RS
"One of the best accounts from this publsher for some time"; also described as a definitive work. Later edition reviewed in Archive
The Red Wharf Bay branch. Richard D. Foster.
See article in Issue 1: notes the use of concrete to form abutments, and the introduction of push & pull working by LNWR on this line also comments on use of terms "motor train".
Daley, Nigel R.
Uses picture of Twyford Station in Issue 1 to explore another picture of same period that is included in J.H. Russell's Great Western wagon appendix page 174 of station with unusual footbridge which was tiled and had gable ends.
Issue No. 3 (Spring 1984)
Ex-South Devon Railway 2-4-0T No. 1300 at Hemyock in May 1929 by H.C. Casserley. Cover photo
Fenton, Mike. The Chalford 'Railcar' and the fate of
the railmotor shed. 46-53.
Chalford station opened on 2 August 1897 and on that day an excursion was run for the Chalford Baptist Tabernacle to Crystal Palace. On 10 May 1903 trials were made with LBSCR steam railcar Number 2? (see also page 77). On Friday 9 October 1903 GWR railmotor No. 1 was tried between Stonehouse and Chalford and this entered service on Monday 12 May and was joined on the Tuesday railmotor No. 2. Railmotor No. 4 joined them on 11 April 1904. The cars could seat 52 passengers and could attain 52 mile/h.The sound of the cars climbing the 1 in 66 gradient between Brimscomble and Chalford is described. The railcar shed is described together with ancillary buildings associated with it. On 8 January 1916 the railmotor shed together with railmotor No. 48 were destroyed by a fire. The effects of the fire were lessened by the prompt actions of signalman Harry Grimmett (portrait) who ordered a banking engine from Brimscombe which shunted a cas tank and trailer No. 28 away from the blaze. Grimmett received an award from the Company and moved to Brimscombe on 13 December 1919. He retired on 9 June 1942. Lists the stopping places (halts) between Stonehouse and Chalford: in the 1920s the service was extended to Gloucester. The increase in traffic generated made it necessary to haul trailers and this affected performance. Illus.: cars No. 1 and 2 working together at Chalford page 48 (see letter from John Lewis page 132); interior of later type of car; Chalford station in 1897; railmotor No. 48; trailer No. 28; sketch plan and elevation of shed; enlargement of general view to show railmotor shed.
Hassall, Jack with Edward Talbot. Painting L.N.W.R.
locomotives: the recollections of a Crewe painter. 54-8.
Jack Hassall, was apprenticed from 1922 to 1929 in the paint-shop at Crewe Woorks. He returned briefly in 1937 as liners were required for the Coronation class Pacifics, but did military service between 1940 and 1946. He joined Rolls-Royce in 1946. He informed Talbot of the painting techniques employed at Crewe Works including the materials used. Preparation for repainting was performed by a special gang of cleaners who wore protective clothing of sacking to apply large quantities of caustic soda using old paint shop brushes. The old paint was then hosed off or scraped off with old workshop tools. The first painting process was to apply 'lead colour' to those areas which had been stripped. This was a dark grey colour and was made from equal proportions of zinc white and vegetable black (lead white had been used in the past). Patching was then performed using stopper (filler). The stopper powder (very fine like flour but brown) came from Kearsley's of Ripon. Each painter mixed his own stopper by adding gold size and copal varnish until it was very stiff. This was then applied to hollows in the surfaces to be painted. A coat of brush stuff (filler plus turpentine and gold size) was then applied with a pound (circular) brush. The pound brushes were used for successively finer work as the bristles worked in. Then more stopper (now with a consistency of margerine) was applied with a spreading knife made from old saws: this was even applied to the spokes and rims of newly cast wheels as they had rough surfaces. This was then smoothed by hand. Venetian red stain was then applied to show areas not rubbed down properly. Rubbing down was achieved with a coarse sponge, pumice and 'brick'. Then more lead colour was applied, after there was a further gentler rubbing down. The the drop black coat was applied: this was based on vegetable black, thinned with turpentine. This gave a "greyish black". Varnish was then applied and this was flatted with a a coarse cloth, water, pumice powder and soap: this removed knibs. The smokebox and chimney was painted with a Japan black/oil black mixture. All hidden parts were covered with oil black based on cheap vegetable blacks. The inside of the cab and underside of the cab roof were painted with Indian red prepared from a paste with linseed oil. The frames were treated with a red undercoat in the erecting shop. The front bufferbeam on tender locomotives and both bufferbeams on tank engines were painted red. Gas tar was applied to the inside of the tender. Lining was performed with the aid of a mahogany straight edge. The grey was based on grey ochre, white lead, paste dryer and a touch of black. The yellow was based on yellow chrome plus ochre and white. The red was based on vermillion red powder, paste dryer, and linseed oil. The paint was prepared on a very smooth stoneby the painters. The brushes used for lining were based on swan quills. Nameplates were formed from a strip of brass into which the letters were engraved. LMS painting followed the above, but the undercoat was a donkey brown colour. Crimson lake was applied in a semi-matt state which was then varnished. Docker'spaints were used to paint the streamlined Pacifics. Coronation blue was used for the undercoat. The paint for lining was also supplied by Dockers. Illus.: portrait of Jack Hassall at work at Rolls Royce in Crewe; pound brush, lining brushes, spreading knife; Jubilee class No. 1926 La France with Driver Ben Robinson on the footplate probably at time of retirement. Paint shop in 1895 with No. 184 Problem, Jumbo, Special DX 0-6-0 and 3 cylinder compound 0-8-0. See also important erratum on page 304 concerning width of lining: distance between yellow and red lines should have been given as 1.5 inches, not 2.25 inches...
Wiles, Andrew. Totnes May 1892. 59.
Last stage of broad gauge with preliminary work well advanced for conversion including partial work on conversion of points, cutting of transoms on plain track. Freight train probably loaded with timber involved in conversion. Loocomotives not very clear, but probably 3521 and Buffalo classes. Engine house for former atmospheric system in background. Saxby & Farmer signals.
Karau, Paul. Common light railway architecture. Part
Part 1 see page 25. Further information on Arthur Cadlick Pain provided via W.A. Morris, Archivist of the Institution of Civil Engineers. This part shows Pain's involvement in the Culm Valley Railway, with diagrams (elevations and plans) of structures on that line, and illus. of the goods shed at Highworth: the Swindon & Highworth Light Railway was another railway which was associated with Pain, and at Uffculme on the CVR. Ex-South Devon Railway 2-4-0T No. 1300 at Hemyock on 25 May 1929 (with goods shed behind) (H.C. Casserley).
Beale, Gerry. More on 'S' & 'T' plates. 64-5.
See Issue 1 page 17: Suppliers of paints for these plates, including Torbay Paint Company and Stevens & Co. Illus. showing Pembrey West Box showing "L" and "T" plates (did L imply that signal linesman was required?): John Morris dated as pre-1898. Eric Mountford noted that Taff Vale Railway used similar plates: Pont Shon Norton signal box illustrated and extract from TVR Working Timetable for 1 May 1913 which states how plates were to be used.
Wiles, Andrew. Idle thoughts. 65.
When using Swindon drawings for covertible underframes noted that the step end of the coaches were marked BRISTOL END.
Christensen, Mike. The West end of Gloucester (G.W.R.) Station.
Centre two-page spread: 388 class No. 789 c1910 passing Gloucester West signal box on freight.
Robertson, Kevin J. St. Cross Signal Box. 69-70.
LSWR near Winchester: block post which controlled a level crossing: central pillar type of box with rounded-top windows and Stevens frame.
Foster, Richard D. L.N.W.R. signal cabins: a problem solvedor
a red herring? 71-5.
Cites author's own Pictorial record of LNWR signalling. LNWR produced highly standardized signal cabins, but smallest size (A and B) for five to ten levers do not appear to be extant and Foster surmises that these must have been displaced by standard huts. Illus.: Bedlam gates appears to fulfill these criteria: also signal cabins at Talacre (size D gable roof); Fossway Road crossing (hipped size C); Monks Siding (Size E, hipped roof with level crossing); Connahs Quay No. 1 (all-timer, gable roofed Type 5); and Bagillt (type 5 with hand bell).
Bradley, D.L. L.S.W.R. steam railmotors. Part 1
Joint Committee No's 1 & 2 (K11 class). 76-80
Notes the very early involvement of William Briges Adams and then states that the Dugald Drummond designed steam railcars were the first 'modern' [Bradley's quotation marks] cars and were introduced to compete with an electric tramway over the 1¼ mile branch line from Fratton to East Southsea jointly owned by the LSWR and LBSCR. Two railcars, at £1280 each, were constructed at Nine Elms (locomotive) and Eastleigh (carriage): both locomotive parts were finished in Drummond LSWR livery but the carriage of No.1 was finished in LBSCR cream and chocolate, whilst the carriage part of No. 2 was in LSWR salmon pink and dark brown. Full dimensions are quoted and included a vertical boiler with a grate area of only 5 ft2 7in x 10 in cylinders drove the leading wheelset through Walschaerts valve gear. The boiler was in the open. Accommodation was provided for 32 3rd and 14 1st class passengers. A demonstration run to Woking had to be abandoned at Hersham when the trailing bogie overheated. In 1903 the railcar was lent to the GWR for trials between Stroud and Chalford. The heating surface of railcar No. 2 was increased by 36% before it entered service. T. Hurry Riches, Locomotive Superintendent of the Taff Vale Railway, requested the supply of cylinders, wheels and valve gear to enable it to construct a somewhat similar car and parts costing £286 were supplied on 19 August 1903. Two further cars of this type were supplied by the Glasgow Railway & Engineering Co., Govan (a firm in which Drummond had a financial interest) to the Alexandra Docks & Railway (ADR) and were used between Caerphilly and Pontypridd. A third railcar of this type was constructed at Inchicore Works, under R. Coey, using drawings supplied by Drummond in December 1903: it was used on services between Gould Cross and Cashel. The Joint Committee railcars offered a service every twenty minutes between 08.00 and 19.30 on weekdays, but heavily used services needed to be banked by an O2 or a Terrier. Both railcars were fitted with larger horizontal boilers in October 1903 and June 1904 and the discarded vertical boilers found further service in cranes at Fratton and Redbridge. The service lost money and the service was a casualty of WW1 when it ceased on 8 August 1914. The official cessation fell on 31 December 1922 as the Southern Railway refused to accept liability for the service. See also letter by Colin Chapman on page 176 (Number 5). Illus.: No. 1 outside Eastleigh Carriage Works on 13 April 1903; valve gear on No. 1; No. 1 being assembled at Nine Elms in March 1903; vertical boiler prior to fitment; No. 1 at Nine Elms after fitment of horizontal boiler in October 1903; No. 2 with larger vertical boiler at Fratton. Plan, side elevation and front and rear elevations drawn by D. Bailey. Part 2 see page 115..
Barlow, Robert. Modelling trees in 4mm scale. 81-5.
Manufacture of miniature trees using aircraft control (Bowden) cable and fibrous scouring pads. Technique was developed by G. Ilife Stokes and two illus show his "trees" on a model layout. An ersatz elm is also illustrated.
Harrison, Ian. Signalling for Lambourn. 86-7.
Mainly modelling up starting signal (illus. of prototype in 1953). See also page 41 for signal box thereat.
Book Reviews. 88.
The locomotive nameplates of the London and North Western Railway. R. Bell and E. Talbot. LNWR Society (Premier Portfolio No. 3). GB.
"basic design remained unchanged until the Gouping, a record probably only exceeded by the GWR" Talbot does not let reviewer away with that: see letter page XX. Beale also critical of reproduction of photographs and that typesetting was not employed; nevertheless it is a worthwhile record.
Alford & Sutton Tramway. George Dow. Author. GB.
Dow originally contributed Locomotion Paper No. 1 in 1947 and this was, in effect, an update containing further information on the Merrywaether tram locomotives.
The locomotives of the Great Western Railway. Paart 13 Preservation and supplemeentary information. RCTS. PK.
Questions the need for the detail accorded to the preserved locomotives, but welcomes the supplementary information which included steam railmotor allocations, and list of private owner locomotives registered to work over GWR. Some criticism of production standards.
[Baulk road]. J.W. Mann.
See BRJ No. 1 page 36: challenges statement that plain track was always secured by fang boults as coach screws also used. As late as 1912 about ten miles of baulk road survived on passenger running lines.
Issue No. 4 (Summer 1984)
Carpenter, R.S. Symonds Yat Station. 90-103.
Superb glass plate photographs taken by H. Patterson Rutherford in 1922 provide basis for this feature. The 13 mile long Ross & Monmouth Railway had been authorised on 5 July 1865 and opened on 1 August 1873 with an extension to Monmouth Troy on 1 May 1874 where an end-on junction was made with the line from Pontypool Road opened in 1857. There was aferry across the Wye at Symonds Yat. Freight facilities were not provided but there was a crossing loop.This was severed on 1 March 1953 when it was converted into a siding used for camping coaches. Motive power is discussed: during the 1930s 45XX class were used to haul heavy excursion trains. Narrow gauge tramways linked Slaughter Siding with mines. The Whippington Tramway (2ft gauge) linkedd the siding to Highmeadow Colliery and the Whiping Brook Iron Ore mine which closed in 1908. The main photographs capture both the beauty of the setting and th delights of the railway including the entrance to the tunnel and the presence of the River Wye. Other illustrations show the station in about 1905; 517 class No. 828 at Monmouth Troy on 12 June 1934 (L.E. Copeland); 1455 at Symonds Yat in BR period (W. Potter); an extract from the Working Timetable; 0-6-0PT No. 1748 on freight on 8 April 1939 (W.R. Webster) snd the ground frame at Slaughter Siding on 17 July 1935 (LEC). See also letter from Ray Caston on page 220 concerning diesel railcar and other workings.
Truman, Peter. A Kirtley single wheeler. 104.
136 class single No. 33 (built Derby as No. 141 and rebuilt by Johnson in 1880 and renumbered in February 1881) with 44ft inspection saloon No. 1 at Morecambe in 1880s. Shackle type coupling is clearly visible. Photograph supplied by P.W. Park.
Kite, J.E. GER 'Intermediate' 2-4-0s. 105-8.
Class 417 with 5ft 8in diameter driving wheels was derived from T19 type which had 7ft driving wheels. Class was used on branch lines and on secondary traffic, such as horebox specials. There were 100 of these useful locomotives which became LNER E4 class. Under the E4 they were used beyond the bounds of the former Great Eastern Railway although they worked to Doncaster and to Aintree in GER days with horsebox specials.prior to 1914. Records the head-on crash at Fakenham which led to the scrapping of Nos. 7457 and 7486 and notes their employment between Kirkby Stephen and Tebay when the last of the NER 2-4-0s were withdrawn. Personal reminiscences include seeing a Zeppelin being shot down over Billericay in 1916 and being taken by train in GER six-wheel carriage in a compartment with red plush upholstery and a map above the luggage rrack with a colour vignette of a Claud Hamilton behind an Intermediate with red side rods.. Illus.: No. 443 at Norwich Thorpe c1900; No. 498 piloting rebuilt T19 at St Pancras c1900 (Pouteau photograph); No. 1256 (later 413) running light near Rochford (Pouteau); LNER 7490 at Cambridge in 1935; 7412 at Boston in 1926; 7409 and 7417 at Bishops Stortford in 1928 and 7499 and G4 8124 at Peterborough coaling stage. See also important letter from Lynn D. Brooks on page 219. Further article on class by R.C. Riley in Issue 9 (page 322).
Truman, Peter. St. Pancras in the 1870s. 109-11.
Interior views: looking south with hotel under construction in 1870 or 1871; and looking north (two-page centre spread) with large assortment of rolling stock including both open and closed carriage trucks and great assortment of four-wheel passenger stock, some still with luggage rails on roofs. c1872..
Mountford, Eric C. The curious fate of Aberdare 2-6-0
No. 2625. 112-14.
Brief account of the history of the Aberdare class: designed by William Dean and built between 1901 and 1903: Eighty-one constructed. Had steam reverse. Many withdrawn during 1930s, but the boilers were resued on other classes. Only 27 left at start of WW2. No. 2625 was selected for target practice in April 1944 and set to Goodwick (Fishguard), whitewashed and taken to a location between Rosebush and New Inn in the Preschelly hills and used for target practice by the United States Air Force where the boiler not surprisingly remained almost undamaged. Illus.: 2625 as whitewashed for target practice; 2625 on freight at Wood End in 1920s; 2625 following target practice.See also letters from David Tipper and J.P. Morris on pp. 306/7 which note that the locomotive was returned to traffic and suggest location as Puncheston or Letterston.
Bradley, D.L. LSWR steam railmotors. Part 2.
H12 and H13 classes. 115-22.
Part 1: see page 76. The H12 class was ordered to work the Basingstoke and Alton Light Railway which opened on 1 June 1901 and the two cars entered traffic in May and June 1904. Leading dimensions are quoted. The sole means of braking was the hand brake until September 1904 when vacuum brakes were fitted. Lighting was by oil lamps, but gas lighting was fitted in 1907/8. The railcars were unsuccessful on the Basingstoke & Alton LR due to sever curvature and a 1 in 95 gradient. The blastpipe was reduced in diameter to improve steaming. In October 1904 No 1 was operating on the Bishops Waltham branch and No. 2 was on the Turnchapel line. In May 1906 No. 1 was put on trial by the War Office and was tested between Aldershot and Alton laden with fifty fully-equipped soldiers: presumably a sort of rapid reaction force. In June 1906 one of the cars was sent on loan to the SDJR and tested between Highbridge and Burnham but there were problems with ventilation and lack of capacity. They were used on Southampton Pier services and No. 2 was sent to Fulwell to operatee Gunnersbury-Twickenham-Feltham services. Both railcars were withdrawn in November 1916. The slightly larger and more powerful H13 class enetered service between October 1905 and February 1906 and were numbered 3 to 9. The locomotive portion was built at Nine Elms and the carriage portion at Eastleigh. They were allocated to Bournemouth Central, Exmouth Junction, Plymouth and Guildford and worked services between Poole and Christchurch, a service between Exeter and Topsham, the Turnchapel branch, and the Bordon branch. Six further, slightly modified (to ease maintenance of the power unit) railcars (10-15) enetered service in 1905-6. One was evaluated on the Callington service but severe slipping caused the Walschaerts valve gear to disintegrate. Three further cars intended for the Plymouth to Tavistock service were ordered on 7 March 1906. These should have been capable of hauling trailers and would have had electric lighting and sanding gear. This was cancelled as one of Drummond's inspectors reported on seeing tests of push & pull services on the GWR of an elderly 0-4-2T with three bogie trailers. There were difficulties with dirt on the railcars. The C14 class was conceived and a comparison of this type, with the railcars and an O2 class 0-4-4T in terms of coal consumption and running costs were made on the services operated between Guildford and Farnham, Poole and Christchurch, Gunnersbury and Twickenham and on the Turnchapel, Bishops Waltham and Bordon branches (data included). Number 4 was tested in a service over the Farlington spur between Cosham and Havant in 1907, but there were probelms with conveying luggage. In 1908 an agreement was reached with the GWR in 1908 that thed LSWR would instigate improvements between Melcombe Regis and Portland and that the GWR would manufacture two high capacity railcars costing £2350 each, but the GWR withdrew and LSWR railcar No. 12 lacked sufficient capacity to handle peak loads. The Lee-on-the-Solent Light Railway was worked by the LSWR from 1 August 1909: No 10, and later No. 9. M7 No. 481 was fitted with mechanical push & pull gear and used on services between Bournemouth West and Dorchester. The railcars were withdrawn in 1916 and 1919. Illus.: H13 No. 9 at Hounslow (F.H. Stingemore); No. 1 at Hounslow on Twickemham to Gunnersbury service; No. 5 on Eastleigh shed; No. 9; No. 12 at Hurstbourne c1906 (on Whitchurch to Fullerton service); No. 10 at Padstow in November 1909; No. 9 at Hounslow. Also drawings (side and front elevations, plans and cross sections) by G.R. Weddell. See also informative letter from R.J. Harvey pp 305-6. .
Lewis, John. GWR 'Clifton Down' auto trailers.
Brake thirds constructed in May and June 1898, designated D27, and converted for push & pull working in 1913. Unfortunately no information is given about Bristol area working which the name would appear to indicate had been intended. Further information from author on page 218, and K.C. Ettle adds some more information on page 219. Illus.: as built two two car sets with locomotive (0-4-2T sandwiched between) in crimson lake livery; trailer 3331 with intermediate trailer 3275 at Heathfield on 9 September 1933 with 517 class 1487 (steam railmotor in background); 3331 on Moretonhampsted auto train; driving trailer with conventional auto coach at Shepherds with Newquay to Chacewater train p. 126: see also letter from Keith Ettle in Vol. 2 p. 132 comments on this photograph and its implications; drawings (side elevations and plans); driving trailer at Bourne End and at Marlow c1947 in WW2 livery of chocolate brown.
Some outstanding 4mm scale model wagons. 129-30.
Built for Great Western Society by Mike Jolley.
Book Reviews. 131-2.
The Cornwall Minerals Railway and its locomotives. A. Wells. Midland & Great Northern Railway Circle. GB.
Long review which praises the content, but critices the poor quality reproduction of the photographic illustrations: see also letter from Peter K. Jones on page 220 concerning GWR survivors Nos. 1395, ettc..
London and its railways. R. Davies and M.D. Grant. David & Charles. P.W.
Attractive book rather better than a coffee-table book, but in spite of fine bibliography and adequate index not a work of reference.
The railways of Midford. M.J. Arlett. Somerset & Dorset Railway Trust. R.S.
Somewhat grudging review.
[Chalford steam rail motors]. John Lewis.
See No. 3 page 48: reason that two railmotors were coupled together was that at time trailers had still to be constructed.
[Nameplates of LNWR and GWR locomotives]. Edward Talbot.
Talbot whose book on topic was reviewed in Number 3 claims that LNWR produced nameplates of similar design from 1847 (possibly eearlier) until 1925: the GWR was far later to standardize (probably from 1898).
[Harvington station]. Michael Birkinshaw.
See No. 2 pp. 12-17: writer's great grandfather, Edwin Birkinshaw was station master at Harvington for 34 years until 1925. The photograph on p. 13 was taken in late 1914 and shows writer's father (born 1913) in pram.
Issue No. 5
Carpenter, R.S. The Hampton Branch of the Midland
6 miles 41 chain branch ran from Whitacre to Hampton-in-Arden. Authorized 19 May 1836 as part of the Birmingham and Derby Junction Railway, but construction did not start until 1838 when it was known as the Stonebridge Junction Railway. There was an intermediate station at Coleshill (renamed Maxstoke by LMS from 9 July 1923) For a time the line provided through services off the London & Birmingham Railway to Derby and into Birmingham Curzon Street, but this traffic had changed to other, more direct routes before the end of the 1840s. The passenger service ended as a WW1 economy measure in 1917 but freight continued until the 1930s after which the line was used for wagon storage. Illus.: Whitacre in 1902 with Johnson 0-6-0 No. 2641 on single coach for Hampton; Derby Junction station c1875 with LNWR southbound train and Midland Kirtley 0-6-0; Hampton in 1928; working timetable extract for 1857; staff at Coleshill station in 1908; Johnson Class 2 0-6-0 No. 3678 at Coleshill in May 1916; Coleshill station c1906; Maxstoke station c1930; crossing keeper's house at Lodge Crossing in 1953; Coleshill c1936 with H. Rollason & Sons coal wagon, delivery lorry and office; Coleshill in 1916 and April 1921; Packington siding in September 1920; Hampton station in 1921 and LNWR signal box at Hampton in 1952; B&DJR engine shed in 1931 and in 1952. There are also several illus. of rural stretches of the line both from track level and from the lineside including one taken in 1949 of line between Hampton and Maxstoke of line being used for wagon storage.
Beale, Gerry. Some thoughts on the restoration of 'City
of Truro'. 151-2.
Critical of failure to link livery to condition of locomotive as restored. J.N. Maskelyne in Locomotives I have known considered that the double lining applied after 1957 looked "a little odd" but may have been correct for when the locomotive was built. Jack Slinn's The Great Western way noted that the double lining was applied to Dean 4-2-2 Duke of Connaught and to the Atbara class, but it was last applied in 1901-2 and had disappeared by 1904. Considered that the red used for the outside frames was too light and should have been much darker and described variously as Windsor brown, purple brown and chocolate brown. The GWR Magazine for June 1906 notes that the 29XX class introduced a livery change for framing, wheels, etc: to black instead of chocolate brown. When City of Truro was sent to the Railway Museum at York on 20 March 1931 it was painted in the then current passenger livery. When removed to the Swindon Museum it was painted in unlined green. The number 3440 was applied in place of 3717 1957 to avoid confusion with an 0-6-0PT bearing that number: Beale argued that the number should be restored and that the locomotive should resemble 3402 Halifax in O.S. Nock's Standard Great Western 4-4-0s. Part 2. Illus.: City of Truro heading southbound train at Sutton Scotney in 1958. See further thought about in untitled letter in Number 7 page 262; and from Sean Bolan (same Issue and page); D.L. Bradley (same Issue p. 263); Harold Morgan; and Michael Dunn.
Truman, Peter. Basford, 3rd April 1922. 153-5.
Midland Railway official photographs: cites F.S. Williams' The Midland Railway who noted that the Nottingham Kirby-in-Ashfield branch was "one of the most important of the Midland Railway". It opened in 1848 and wass extended to Mansfield in 1849. Two illustrations (one being centre spread): subject of spoof letter from Prof. Bismark Herrings in Issue 7 page 264.. The locomotive 0-6-0 No. 2437 belonged to the Kirtley 480 class and had been constructed by Robert Stephenson in 1864. The caption points to the wagon turntables serving the gas works and the Ackfield semaphore ground signal. The 0-6-0 is performing shunting. A canal is visible in one of the photographs.
Christensen, Mike and L.E. Copeland. The
Cheltenham-Gloucester widening. 156-9.
Based on illicit photographs taken by Copeland during WW2 of strategic widening. This work was completed in 1942. There was some question whether the widening should consist of allocating lines to routes or should follow the fast lines in the centre and the relief lines on the outside as adopted by the LNER. The latter was adopted but caused many conflicting movements at the junctions. At Churchdown the new lines (relief) were routed outside the existing platforms. Both the LMS and the GWR constructed Air Raid Precaution (ARP) type signal boxes. All signalling North of Elm Bridge followed LMS parctice and used colour light distants. All signalling South thereof followed that of the GWR. All signals were equipped with GWR ATC ramps.
Reeve, George and Chris Hawkins. The Westerham
Engine shed at Westerham. The Westerham branch opened on 6 July 1881 and the shed dated from then. The building was similar to a Dutch barn with a curved roof. Motive power used on the line began with Cudworth 118 class 2-4-0s, the Stirling Q class 0-4-4Ts, O class 0-6-0s, steam railcars very briefly, P class 0-6-0Ts. The H and D1 classes did not appear until the 1930s. Illus.: Q class 0-4-4T with branch train: engine shed in murky background; H class 31520 being services. Solution to the problem provided by article's authors on page 352..
Deane, Maurice (phot). Banbury Merton Street.162.
with train for Towcester via SMJ.
Talbot, Edward. Llandovery [with LNWR fish train].
Photograph by G.M. Perkins of 1400 class (Bill Bailey class ) No. 1407 on fish train consisting mainly of special open wagons plus two fish vans. See also letter from J.E. Kite (page 218) for observations made by C. Williams in Rly Club J., 1903 (July) p. 28 when Bill Baileys giving "great satisfaction".
Kite, J.E. The 'Tennants' and 'Waterburys' of the
Text not very profound, although does include phrase: "distinctly Patrick Stirling flavour about them", but the Tennants did incorporate many Fletcher features. Cites (but not bibliographically) Hoole for allocations of locomotives in 1920s. Illus.: 1477 at Darlington in 1927; 1477 at Barras on Tebay to Darlington passenger train in 1927; D23 No. 223 at Croft Spa in 1931; G class 2-4-0 No. 223 at Scarborough in 1895; G class No. 274 at Leeds (New) in 1906. See also letter from J. Armstrong on page 306 who commented on problems of McDonnell class 38 4-4-0s and the Fletcher boiler designs used on the 901 class of 2-4-0 and the larger version used on the 398 0-6-0: the latter was used on the Tennants and both became Worsdell standard boiler types.
Hall, Rodney. Brecon & Merthyr cattle wagons.
33 cattle wagons were taken over by the GWR in 1922. Nine were constructed at the B&M Works at Machen between 1876 and 1884. No official drawings remain. Six were constructed by Metropolitan RC&W in 1886. Six were also built by W.R. Renshaw of Stoke-on-Trent and six (but some doubt) came from R.Y. Pickeing in 1912. J. Wright supplied one (No. 524) in 1864. Livery was light to medium grey. Illus.: No. 518 (R.Y. Pickering, 1912); drawings for Renshaw and Pickering wagons; Machen-built cattle wagon at Cardiff Docks in 1890s; Renshaw wagon No. 851; drawing for Metropolitan RCW vehicle. See also letter from Eric R. Mountford on page 218 which removes any doubt about the Pickering wagon; and response from Rodney Hall: this latter paage tabulates the fate of the wagons under GWR. Further letter from G.F. Chadwick on page 306 who linked the design to that of one used on the Cambrian Railways in 1898 and probably supplied by one of the Birmingham wagon builders, either Metropolitan or Birmingham C&W..
Barlow, Robert. An Arthur Pain building in 4mm scale. 171-2.
Model building based on those illustrated in BRJ
Book reviews. 173.
Rails to prosperity: the Barry and after, 1884-1984. Brian J. Miller. GB.
Some criticism of the reproduction
Netley Hospital and its railways. J.R. Fairman. Kingfisher. GB.
Complains about lack of adequate detail about the hospital and lack of order in text.
This began with a very long letter from Richard Foster and Reg Instone which ended with a device of an arrow-pierced swan: each part is onsidered as a separate communication.
GWR "S" and "T" plates.
See BRJ 1 page 17: these boards were used by other railways and cites HMRS Journal for 1976 October/December and 1979 April/June and LNWR signalling (page 217). Suggests that boards were being phased out from mainlines in about 1910 (quotes GWR circular letter of 1910 permitting the withdrawal of "T" boards where an omnibus telephone existed. Further illus. on same topic: Pontnewydd signal box showing S and T boards, c1910. McKenzie & Holland standard hipped roof design constructed in 1874. (p. 174). Bath No. 2 signal box with S sign on box, but T sign on separate post: cabin was constructed from stone to harmonize with local buildings in City.
See Issue 1 page 21: signalling arrangements thereat.
See Issue 1 page 41: the signal box was a GWR standard design used between 1899 and 1917: it was unusual in being located at ground level.
Parsons Tunnel signal box. 174.
See Issue 2 page 11 (feature begins page 9): queries whether instruments visible above levers in photograph were block instruments or lamp repeaters. Also observations on lever frame.
See No. 2 page 18: Cites dates in late 1930s for track circuit installations. Crossover was moved in 1964 from curve onto straight track as installation was simpler and the cant could be improved to permit higher speeds.
Tondu Middle Junction.
See No. 2 page 22: date was post 1900. The up Ogmore home signal was pre-1893 and reasons are proposed for its extreme height, The backing signal to the Llynfi home signal was one of only twenty lattice post signals on the GWR. The facing point lock lift bars were also unusual as they had to be placed at rail level and lifted above rail level when operated. The boarding over the rodding and wire runs and the sloping boards probably indicated Board of Trade involvement.
See Issue No. 2 page 27: doubling took place in December 1882: the signal with a solitary red lens fixes the date as being between 1883 and 1895.
Twyford. Nigel R. Daley.
See Issue 1 page 21: Compared the picture with others takem by A.H. Malan at about the same time of the same location and concludes not 1892, but possibly 1891.
Twyford. C.B. Mullinger.
See Issue 1 page 21: probably 1890. Bridge rail was still in situ there until 1939.
[LSWR steam railmotors]. Colin Chapman. 176.
See No. 3 page 76: In 1902/3 the Taff Vale Railway considered self-contained electric (battery?) and petrol driven railcars. On 16 April 1903 T. Hurry Riches provided the Locomotive Committee with photographs and an account of the Drummond steam railcar No. 1 and this led to the construction of its own railcar which differed in being articulated and in having a novel boiler with a single firebox serving two short barrels. This was mounted transversely. This originally had open driving platforms, but these were later enclosed. Contact had been made with the Board of Trade to establish whether turning triangles would be required at termini and whether the railcars could be operated with a crew of two (this was turned down). The car had been originally intended for the Llantrisant-Cowbridge-Aberthaw route, but this was changed to the Cardiff (Clarence Road) to Penarth service which started on 21 December 1903 with eleven trips in each direction. Five further railcars were ordered from Avonside/Bristol Wagon & Carriage Co,: the first was delivered in July 1905.
[Signalling arrangements]. Peter Squibb.
Ponders on the labels applied to signal levers for the separate broad and standard gauge connections at Twyford shown in Issue 1 page 21 and notes that the bracket signal at Tondu (Issue 2 page XX) was 56 to 58 feet high.
Issue No. 6 (1985)
Christensen, Mike. The Gloucester Wagon Co. Ltd. Part
The company was incorporated on 4 February 1860. Isaac Slater was its first General Manager: he had been recruited from the LNWR. Richard Potter was the first Chairman. To encourage business a system of deferred payments was available, but this distorted the company's financial structure. Early contracts included iron work for the TVR and a large order from the West Midlands Railway which forced the company to sub-contract some of the work. A large order was received from the Oral & Eilesk Railway in Russia and this led to the formation of a yard in St Petersburg for final assembly. The firm worked closely with Messrs Eassie & Co which machined most of the timber for the company, but Eassie was acquired by the GWR on 12 October 1875. Slater retired in February 1885, but died on 6 March 1885, by which his son, Alfred, had taken over. The firm went into liquidation and was reformed as the Gloucester Railway Carriage & Wagon Co. from 28 August 1888. See also letter from Andrew S. May in Issue 9 page 352 which notes that vehicles shown on page 188 were dining cars supplied to the Western Australian Government Railways in 1905 (the coaches may have still been in their undercoat)..
Kite, J.E. Midland Railway 0-4-4 tank engines.
First of type were introduced by Kirtley, alhough only one (No. 1207) is illustrated (with Johnson No. 1309) in this phot-feature. These appear to be in LMS ownership. Two condensing locomotives are shown: 1379 near Mill Hill on suburban working in 1920 and No. 1551 at Kentish Town in 1905. No. 1244 is shown on a freight near Bradford. No. 1381 is shown at Radlett in what caption stated to be 1918, but livery appears to be early LMS. Brought a response from V.R. Webster on page 304 who noted the Swansea to Hereford workings (a round trip of 158.5 miles [and Munro climbing to boot, KPJ]).noted by Ahrons Locomotive & train working Vol. 2 pp. 126-7.Further letter from Paul Lefevre on Nos. 1232-4 which were M&GNR Nos 142, 143 and 144 (on loan for six years) and which probably retained Midland red livery and worked Cromer to North Walsham via Overstrand and Mundesley; Yarmouth to Lowestoft. Drawing shows No. 143 lettered M&GN with tablet exchange device. Also describes the M&GNR 4-4-2Ts. Yet further letters in Issue 10 from Neil Burgess and from Richard Williams.
Karau, Paul. Lost termini Chipping Norton. 193-203.
Line built under the wing of the OWWR, but with separate local finance plus assistance from Sir Samuel Morton Peto, William Bliss II, of the tweed mill and W.S. Hitchman, a brewer were major instigators of the railway. The Bill received the Royal Assent on 31 July 1854. The line was inspected for the Board of Trade by Colonel Yolland and opened to passengers on 8 August 1855 (the railway having agreed to substitute a bridge for a level crossing across the road to Stow on the Wold). From 1887 the line became part of the Banbury & Cheltenham Direct Railway, but passnger services over the line bewteen Banbury and Chipping Norton were withdrawn in 1951. Illus.: Bliss Mill after fire in 1872; gas works c1905; Bliss Mill c1900; engine shed on 27 August 1939 (W.A. Camwell); panorama enlarged from postcard with goods shed and freight train; 517 class 0-4-2T at Chipping Norton on passenger train c1910 and at Sarsden Halt c1907; Sarsden Halt c1950 (J.H. Russell) and timetable board.
Bradley, D.L. Drummond motor-tanks. 204-9.
Class C14 2-2-0T introduced in 1906. Services operated included: Exeter to Topsham and to Honiton; Bournemouth to New Milton and Poole-Bournemouth-Christchurch; Lynington branch; Southampton Town to Winchester; Plymouth to Turnchapel and to St Budeaux. Suffered from extremely bad ride. Urie rebuilt them as 0-4-0Ts. Illus.: No. 736 at Nine Elms in workshop grey; No. 743 at Plymouth North Road in 1908; No. 0741 at Strawberry Hill in 1921; as 0-4-0T ex No. 745 as E77S from Redbridge Pemanent Way Depot (lettered as such) at Easleigh in October 1937; S14 0-4-0T with two coach motor set (push & pull unit) on Ringwood to Christchurch line in September 1910; S14 No. 101 official works photograph at Eastleigh in September 1910; No. 744 as BR No. 30589 at Eastleigh in lined black livery in May 1951.
Tipper, D.A. At Three Cocks Junction. 210-14.
Main photograph shows Station Master Thomas Price with four trains in 1905: two for Brecon and two ex-Brecon; two Midland Railway; two Cambrian Railways two for Brecon headed by 0-4-4T and CR 4-4-0 No. 68. Price known as Teetotal Thomas or T.T. had arrived in 1904 following the absorption of the Mid Wales Railwayy into the Cambrian Railways. Several anecdotes of railway life at Three Cocks, including observations made by Rev. Francis Kilvert,
Morris, John. The Hatherley Junction gantry. 215-16.
On Cheltenham to Gloucester WW2 widening.
Book Reviews. 217.
The Sheppey Light Railway. Peter A. Harding. Author. GB
Within the confines of the small format, the book succeeds rather well.
The Colour of Steam Vol. 2. The Somerset & Dorset Line. R.C. Riley. Atlantic Press. GB.
All the photographs were taken between 1958 and 1965 and none had been published before. Colour reproduction is extremely good.
Locomotives of the LNER. Part 6C. Tender Engines Q1 to Y10. RCTS. GB
Penultimate part of this comprehensive record of the 10,000 or so locomotives owned by the LNER had recently been published. Uniform with preceding parts, it only needs to be said that Part 6C is completely in line with others in the series and is thoroughly recommended.
Driving the Clay Cross Tunnel Navvies on the Derby/Leeds Railway. Cliff Williams. Scarthin Books. PT.
Text is very well written and is concise and clear. A good number of contemporary press reports, etc., are included which adds considerably to the validity of the book. In addition there are a good number of illustrations though many will already be familiar to Midland Railway enthusiasts. All in all, this is a superb little book which will find a home on the bookshelves of many next to Terry Coleman's classic The Railway Navvies.
The Railways of the South Yorkshire Coalfield from 1880. A.L. Barnett. RCTS. GB
Written by a past President of the RCTS and is the result of many years of painstaking research. The area covered by this study is bounded by the Midland Railway main line between Sheffield and Cudnorth, the Hull and Barnsley Railway main line, thence to Aire Junction, then via Doncaster, Goole, Bawtry and Retford, and back to Sheffield. The half tones were generally well chosen, but some are poorly reproduced. This is possibly a result of the paper used and the more usual art paper would doubtless give better reproduction quality. The text comprises details of all principal Acts of Parliament along with relevant dates and was faultless. Full details of the collieries are also given along with biographical details of two of the principal personalities concerned with railway development in the area. Reviewer found the chapter dealing with the Axholme and Tickhill Light Railways particularly interesting and was accompanied by attractive photographs.
Brighton Circle. M.J. Cruttenden
Concerned correspondence with its membership
'Bill Baileys' J.E. Kite.
See page 163: although Kite agreed with E. Talbot's low opinion on the Bill Baileys, it was stated by C. Williams in the Railway Club Journal, 1903, July, p. 28 that: "the new six-coupled bogie engine No. 1400 is giving great satisfaction". In same journal excellent runs were reported in 1909 behind Drummond 453 class 4-6-0s.
Brecon & Merthyr cattle wagons. Eric R. Mountford.
See page 167: and below solves "mystery" of R.Y. Pickering wagon of 1912; questions the odd inch in dimensions; and tabulates fate under GWR.
Brecon & Merthyr cattle wagons. Rodney Hall.
See page 167: and above and notes the creative reconstruction of wagons at Machen using old ironwork.
'Clifton Down' trailers of the GWR. John Lewis
See page 123: further information provided by David Rouse, a former fireman at Newton Abbot who noted that the white lines painted on the ends of trailers and steam rail motors was intended to remind footplate crews that glass was present (breakages were frequent). Also noted communications he had had with Hammersley of Roxey Mouldings concerning his model kits. See also letter from Keith M. Beck on page 306 who noted the use of a Clifton Down set on the Moretonhampstead service which included workings to Paignton between 1946 and 1954. Also noted use of 48XX (14XX) on autocar (push & pull) workings from Newton Abbot to Totnes which involved the Dainton incline..
'Clifton Down' trailers of the GWR. K.C. Ettle. 219.
See page 123: stated (from Official records) that only one auto (push & pull) working in summer 1924 and that was an afternoon Mondays to Fridays train to Avonmouth Dock: suggests that after Severn Beach opened on 5 June 1922 the need for auto working ceased. See also letter from J.F. Burrell on page 306 which questions workings from Clifton Down to Thornbury and lists arrivals and departures in summer 1928..
[Whitacre train leaving Hampton station]. P. Butler
Photograph of 2F 0-6-0 No. 3525 hauling single four-wheel coach [surely this was taking kindness to locomotives to lap-dog dimensions]. Location confirmed by John Raybould in Issue on page 307 of Issue 16
'Itntermediates'. L.D. Brooks
See article by J.E. Kite page 105 where it was stated that the 'Intermediates' had shorter exhaust passages, smaller cylinders and steam chests beneath the cylinders which made them livelier performers than the 7 ft T19 class 2-4-0s from which they were developed. That the cylinders were ½ inch smaller was true, but the length of the exhaust passages and position of the steam chests was the same as the T19s. The T19 class 2-4-0s were James Holden's first large locomotive design, and they were built between 1886 and 1897. Inside cylinders with the valves beneath had been tried very early in locomotive history. They were revived and used with great success by William Stroudley in the 1870s on his 'C' class 0-6-0s on the LB & SCR and later on his immortal 'Gladstones'. It was some ten years before any other locomotive designer took the idea up, when three Locomotive Superintendents produced engines with their valves beneath the cylinders, all in the same year. James Holden of the GER in his T19 2-4-0s, William Dean on the Great Western (Holden had been his Principal Assistant until 1885), and William Adams on the LSWR, who had been Locomotive Superintendent of the GER from 1874-8, and he maintained close links with Stratford for many years afterwards. Who was copying who in 1886 has not been established, but Holden used this cylinder design in all of his larger locomotive types. From the T19 2-4-0s he developed the 027 2-2-2s, the T26 'Intermediate' 2-4-0s, the C32 2-4-2Ts, the N31 0-6-0s and the S44 0-4-4Ts. The P43 class 4-2-2s were a 'one-off' design, but nonetheless had the same cylinder arrangement, as did the 'Claud Hamilton' 4-4-0s and their 0-6-0 derivatives. The T19 2-4-0s did at first have a reputation for being sluggish when getting away, but later engines incorporated some modifications to the cylinder design with respect to the steam passages. The 027 2-2-2s were identical to the T19s except in having a rear trailing axle, and provided the only direct comparison in British locomotive history between coupled and single-driver locomotives.
Symonds Yat. Ray Caston. 220
See page 90: diesel railcar and other workings taken from Summer 1938 WTT; also Summer Sunday workings covered from Ross
'Barnums' & N. Cornwall Minerals Rly. tanks. Peter K. Jones.
See Issue 2 page 24 where J.E. Kite noted the large number of boiler changes which took place on Barnum class: No. 3217 received twelve boilers and 3219 ten. Unidentified locomotive on page 24 lower was probably No. 3222. Also comments on illus. of Cornwall Mineral Railway illustrated with review on page 131: survivors appeared to lose their works plates from 1914.
GW steam railmotors. F.K. Davies
Writer refers to the RCTS publication: The locomotives of the Great Western Railway. Part 13. Additional information and corrections. and requested further information on: the Chalford service being extended to Gloucester; allocations to Banbury and/or Princes Risborough; a "multiple unit" at Much Wenlock; workings to Kingsbridge and in the Corwen area (see letter in Issue 9 page 352 from J.W.F.M. Bowen).
Issue No. 7 (Spring 1985)
Cambrian Railways 2-4-0 No. 43 outside Machynlleth shed c.1909. (A. F. Selby).
front cover (repeated inside)
Williams, Bob. The Aylesbury Branch. 222-31.
Initially an independent Aylesbury Railway was constructed to connect with the London & Birmingham Railway at Cheddington: it opened on 10 June 1839.
Maggs, Colin. Railways at Pensford Colliery.
Somerset Coalfield: work om colliery did not start until 1910 and opened partially in 1912. The colliery was connected with the GWR Bristol & North Somerset Railway via a rope-worked incline. See also letter from D.P. Rowland on page 352 which suggests that many of the wagons illustrated had been subjected to extensive modification..
Minnis, John. A Cambrian collection. 236-9.
Photographs taken by A.F. Selby of Cambrian Railways: Machynlleth station with 2-4-0 No. 43 on freight train; No. 43 outside Machynlleth engine shed (also front cover); 4-4-0 No. 95 on passenger train at Dovey Junction; 2-4-0 No. 55 on passenger train at Dovey Junction; and at Towyn; 0-4-4T No. 5 attaching a LNWR coach and a carriage van (0-4-4T was one of three constructed in 1895 to work Wrexham and Ellesmere Railway); 0-6-0 No. 27 (built Sharp Stewart 1863) at Portmadoc station; 4-4-0 No. 17 at Criccieth with southbound train (star on smokebox door as had 0-6-0 in previous picture); 4-4-0 No. 16 entering Criccieth with GWR coaches (note point indicator guarding catch point); 4-4-0T No. 34: ex-Metropolitan Railway acquired in 1905.
Gray, Adrian. Blaenau Ffestiniog - 100 years ago.
Includes double-page centre spread: an official LNWR photograph held by the NRM with a thumbnail sketch to identify Festiniog structures with it; also photograph (1890) of Festiniog Railway station with GWR platform to right with 517 class tank on passenger train. See also letters on page 304 from Bernard Holland (mainly concerning ownership and liveries of wagons visible in panorama), and Adrian Gray's response to it, and from Rodney J. Hall (who was praising the spelling which appeared to predate railway by a century or four). .
Christensen, Mike. The Gloucester Wagon Co. Ltd. Part
2. The signalling work. 244-59.
Includes the influence of George Edwards.
Tipper, D.A. From Hereford with 'Alaska' in 1916.
LNWR Precursor class No. 117 was based at Hereford, See also somewhat obliquely related letter from R.C. Ormiston-Chant in Issue 10 page 43.
[City of Truro livery]. Gerry Beale.
Comment upon the letters by Bolan, Morgan and Dunn (below) and reproduction of photograph of No. 3402 Halifax at Snow Hill on 9 July 1912, subsequent to Beale's article on page 151. Argues that colour of frames was incorrect: KPJ: the visit of City of Truro to North Norfolk was a remarkable event in 2005: the sound was marvellous: the whistles, the crisp exhaust, and the quietness when coasting.
A different standpoint. Sean Bolan
Argues that Victorians had access to a more limited supply of paints. The shade of red employed on the frames was probably dependent upon the white, grey or black lead with which it was mixed. Similar comment applied to "green" where varnish was a further complication. Argued in favour of simple livery for City of Truro.
A contemporary observation. D.L. Bradley. 263.
On the LSWR Dugald Drummond was in trouble with the directors concerning the cost of locomotives and he responded that his lighter green and purple-brown were just as hard wearing as Swindon's chrome green and deep chocolate livery. Drummond avoided the superiority of the Swindon 4-6-0s in terms of performance!
GWR locomotive frames. Harold Morgan. 263
Wondered if the colour of "chocolate" (that is the substance to eat) had changed. Prior to WW1 several railways employed dark red liveries described as chocolate: these included the rolling stock on the Brecon & Merthyr Railway, the Rhondda & Swansea Bay Railway and the SECR. Convinced that colour of frames post-1957 was too light.
'City of Truro' et seq. Michael V.E. Dunn.
Works plates for class had been removed during WW1 and were not replaced: thus post-WW1 condition should exclude work plates (yet fitted to locomotive). At that time whistles were wrong way round. S & T plates (diagram of T plate which had been found). Also refers to telegraph poles at Basford: on MR telegraph insulators were known as Langdons: from William Langdon, telegraph superintendent.
An April correspondent. Bismark Herrings. 264.
Allegedly refers to feature on page 153 and to Ahrons' Gannets and their performance on the Midland Railway and to a GW "gannet wagon". Perhaps the Swans were wilder than KPJ had thought (pollution from Didcot power station?).
Issue No. 8 (Summer 1985)
An '850' class 0-6-0STat Presteign c.1910. front cover
Beale, Gerry The 'Standard' Buildings of William
Architect of station buildings on minor railways absorbed by GWR:illustrated: Radstock (Bristol & North Somerset Railway); Midsomer Norton & Welton; Presteign with 850 class 0-6-0ST on freight; Clutton; Bearley (Alcester Railway); Dymock (Ross & Ledbury Railway); West Bay; Fencote; Loddiswell and Kingsbridge. Also plan (original contract drawings) of Portesham on Abbotsbury Railway. See also letters from Keith Beddoes and from Mike Lloyd in Issue 10 page 41-2..
The LMS 'Jinties': properly known as Class '3' 0-6-0T.
R.J. Essery and G. Toms. 277-83.
Table 1 lists main dimensions; Table 2 lists main variations (screw reversing gear, carriage warming apparatus; push-pull apparatus for Swansea to Brynamman services; ATC apparatus and brackets for destination boards (for services from Broad Street)); Table 4 shows locomotives involved in WW2. Illustrations clearly show most of the main variants: Ramsbottom safety valves, Ross pop safety valves and keyhole sandbox filler. Illus.: 7405 (pre-WW2);; 7105 (pre-1928 freight livery and Ramsbottom safety valves); 16654 c.1930; 7611 at Derby on 25 September 1948 on return from France (ex-BEF); 16580 on Potters Bar train in Hadley Wood bottle-neck; 16639 at Carlisle Upperby in June 1936; 7681 with rear deflector plate at Crewe in May 1947; 47480 with push-pull gear at Swansea; 47438 with additional coal rails at Derby in June 1950. George Dow (letter Issue 9 page 351) objected to the description of the lettering used by.
Watford Tunnel North End in 1866: an insight into railway
signalling and operating practices in the 1860s. Richard D. Foster.
Article built around centre spread illustration of signal cabin taken following a collision of two freight locomotives (Trevithick 2-4-0 No. 89 and McConnell 0-6-0) on 21 May 1866 hauling excursion trains at the Whitsun holiday. Includes reference to the accident report by Col. Yolland. See also letter from M.F. Yarwood in Issue 9 page 351 which suggests that signal wires were present, but in an unexpected location. Following letter there was a further letter from Edward Talbot in Issue 10 page 43 and an extended response from Richard D. Foster..
LSWR staff portraits. D.L. Bradley. 290-1.
Three photographs taken by C.H. Eden (brief biography) whilst he was a premium pupil at Nine Elms Works in 1902: mainline ticket inspectors, parcels office staff and porters/shunters at Bournemouth West.
Brockenhurst LSWR. Ian Harrison. 292
Photograph by Dr Sellon taken c1912 with T7 4-2-2-0 No. 720 with down express; X2 4-4-0 possibly No. 503 on Ringwood and Wimborne train and O2 on Lymington branch train.
The Turnberry Road. David Mcconnell. 293-302.
A light railway promoted by the GSWR between Ayr and Girvan to develop the Carrick coast together with the new hotel and golf links at Turnberry in south Ayrshire. The railway and Hotel opened on 17 May 1906. The views from the trains must have been spectacular (towards Ailsa Craig, the Isle of Arran and down the Firth of Clyde towards the North Coast of Ulster) and even included the majestic Culzain Castle, formerly the home of the Marquis of Ailsa. It is suspected that it was similar in conception to the line which linked Overstrand with Mundesley on the Norfolk Coast and was intended to attract the very rich to build their homes there. Fortunately, both failed in their primary objective, but both had rustic stations with island platforms. The article includes references to other accounts of the line (one in Scots Magazine and others by G.H. Robin in the Sou' West Journal: Robin had obtained a brake van pass to travel on the daily freight in September 1949 and some of his illustrations and notes are reproduced herein). What would travel on the luncheon or tea car on the non-stop (to Ayr) and thence only at Dunure and Maidens (shades of West Runton) have been like? Interestingly, the Author notes that the famous Electric Bray effect was also visible from the railway. One can still dream of the smoke from these trains being visible from the southern coast of the Isle of Arran. Unfortunately, the Author does not mention the motive power or the rolling stock used, other than that for the residual freight (mainly potato traffic). See letter from D.P. Rowland (Vol. 2 page 88) concerning dates of withdrawal of services. Illus.: stations at Alloway (c. 1910); Turnberry (c.1950 and c.1933); Heads of Ayr, Maidens, Glenside, Dunure, and Knoweside (all c.1933); Rancleugh viaduct and freight at Dipple (G.H. Robin); Heads of Ayr (Butlin's holiday camp) and train thereto at Ayr headed by 2P 40640 in 1957 (W.A. Camwell). See letter from D.P. Rowland on closure date and announcements (Volume 2 page 88)
Book Reviews. 303.
The Rye and Camber Tramway. Peter A. Harding. Author. GB.
Exeter West Box. Adrian Vaughan. Exeter West Group. R.D.F.
Minor criticisms, but a most commendable production
GWR locomotives. H.B. Pritchard.
Induced to write by feature on red/white head and tail lamps in Issue page 24: this led to a criticism by model manufacturers and "preservation" groups to paint models/locomotives with an excess of green paint: in general black was used in areas liable to come into contact with coal and this included cab interiors and the bunkers of tank engines. Also refers to 3265 Tre Pol & Pen and to a model of it with incorrect chimney (personal observations indicated taper cast iron). Notes that this locomotive retained its Duke classification citing Green's Cambrian Railways in support..
GWR locomotive liveries. D.G. Williams.
Not clear if letter related to earlier material: replica Iron Duke was not first broad gauge locomotive to run for 93 yearrs cited Ponta Delgada 7ft gauge at work in Azores in 1961 (Rly Mag., 1961, 107, 468-9; 654-5). Also GWR "Indian red" cites J.N. Maskelyne Model Rly News, 1943, 19 (225) which gave details as to where "rich" Indian red was applied.
LNWR liveries. Edward Talbot.
See page 54 (Issue No. 3): distance between yellow and red lines should have been given as 1.5 inches, not 2.25 inches.
Blaenau Ffestiniog. Bernard Holland.
See feature page 240 wagons lettered E.M. Owen were owned by Edward Meredith Owen and had been purchased from Birmingham Railway Carriage & Wagon Co. in 1883/4; not as Gray postulated Elizabeth Meredith Jones who participated in the unlady-like coal trade until at least 1926. Other wagon belonged to Owen Robert Owen who purchased secon-hand wagons from BRCW in August 1883.
Blaenau Ffestiniog. Adrian Gray.
See feature page 240 and above: stands corrected, but claimed that the lady's wagons did not appear in ether the GWR or LNWR yards: perhaps they were veiled under a tarpaulin.
Blaenau Ffestiniog. Rodney J. Hall.
See feature page 240: congratulations on use of "dh" rather than "dd" in Dolgarreg Dhu": presumably giving praise where it was due [KPJ would have suggested Chaucerian spelling for features on Southwark or Canterbury and all points in between]
Midland Railway 0-4-4 tanks. V.R. Webster
See Kite page 190: noted the Swansea to Hereford workings (a round trip of 158.5 miles [and Munro climbing to boot, KPJ]).noted by Ahrons Locomotive & train working Vol. 2 pp. 126-7. See also letter from Neil Burgess in Issue 10 page 42.
Large passenger tanks on the M & GN. Paul Lefevre.
See Kite page 190: Nos. 1232-4 ran as M&GNR Nos 142, 143 and 144 (on loan for six years until 1910) and which probably retained Midland red livery and worked Cromer to North Walsham via Overstrand and Mundesley; Yarmouth to Lowestoft. Drawing shows No. 143 lettered M&GN with tablet exchange device. Also describes the M&GNR 4-4-2Ts and their origins: MR type boiler; Doncaster radial truck; and possible LTSR influences. Photographic illus. of No. 9: writer suggested that cut away tanks were to reduce weight to enable them to cross West Lynn bridge. Alan M. Wells (letter page 351) adds further information on MR locomotives working over Norfolk & Suffolk Joint Railway and M&GNJR and on the A class 4-4-2Ts...
LSWR railmotors. R.J. Harvey. 305
See article on page 115 et seq. Mainly information on the push & pull trailers and their use in the Plymouth area and on the Portland branch
Clifton Down sets. J.F. Burrell. 306
See letter from K.C. Ettle on page 219: questions workings from Clifton Down to Thornbury and lists arrivals and departures in summer 1928
Clifton Down sets. Keith M. Beck
See letter from John Lewis on page 218 which incorporated information provided by David Rouse which noted the use of a Clifton Down set on the Moretonhampstead service which included workings to Paignton between 1946 and 1954. Also noted use of 48XX (14XX) on autocar (push & pull) workings from Newton Abbot to Totnes which involved the Dainton incline..
Parsons Tunnel signal box. D. Castle.
See article in Issue 2 page 9: writer notes that waterproof clothing (oilskin coats and leggings) was issue to the signalmen at Parsons Tunnel and at Bala Junction (writer queried need for supply at latter). See further letter from Adrian Gray (page 352) which explined remote nature of Bala Junction.
B & M cattle wagons. G.F. Chadwick
See page 167: linked the design to that of one used on the Cambrian Railways in 1898 and probably supplied by one of the Birmingham wagon builders, either Metropolitan or Birmingham C&W..
NER 'Tennants' and 'Waterburys'. J. Armstrong
See feature on page 164: commented on problems of McDonnell class 38 4-4-0s and the Fletcher boiler designs used on the 901 class of 2-4-0 and the larger version used on the 398 0-6-0: the latter was used on the Tennants and both became Worsdell standard boiler types.
GWR 2-6-0 2625. David Tipper.
See page 112 on use of Aberdare class and North Pembrokeshire braanch for target practice by USAF during WW2: notes that the locomotive was returned to traffic (not surprisingly was undamaged).
GWR 2-6-0 2625. J.R. Morris. 307.
See page 112 on use of Aberdare class and North Pembrokeshire braanch for target practice by USAF during WW2 notes location as apropriately named Puncheston or Letterston
Four wheel carriages [unidentified illus.]. Roger Carpenter.
See responses from Bob Crawley (p. 351): location was Caerphilly works yard, Rhymney Railway, dated March 1913. The two coaches were Rhymney Nos. 1 and 2, by then re-numbered 01 and 02 in the duplicate list, being used in the works train. Built by the Railway Carriage Co., Oldbury, in 1859, they were originally all first, being later converted to compos. According to Mountford these two coaches remained in use until 1912, being finally cut up in 1914. It seems rather surprising that they retained their somewhat primitive drawgear and buffers at this late date. Also, they seem to have no form of braking at all and their final livery was an overall battleship grey. See also letters from R,C. Metcalf (who added sources) and Alan M. Wells.
Issue Number 9 (Autumn 1985)
Editorial. Paul Karau and Gerry Beale. 309.
Notes that the binding plan excluded the first GWR Special Issue, and that a second GWR Special Issue was in the nest being brooded.
Hart, Brian. The Folkestone Warren: railway through
a wilderness. 310-22.
Describes rather more than the Warren as it mentions the 532 yard Martello tunnel, the Abbots Cliff tunnel, the blowing up of Round Down Cliff performed under the supervision of Sapper Lieutenant Hutchinson, and the tunnel through Shakespeare Cliff, and once complete the South Eastern Railway was able to open its Dover Town station on 7 February 1844. In January 1877 there was a major landslip in the Warren and it took three months to restore train services. In 1888 the SER opened a halt in the Warren. On the evening of 19 December 1915 there was a very major landslip into which the 18.10 Ashford to Dover hauled by D class No. 493 was enveloped and the signal cabin was demolished. The work was too massive to repair during WW1 and the line was not restored until 11 August 1919. There was a further serious fall during WW2. Illus: page 311 upper: 1877 blockage and lower first train through re-opened line in March 1877 hauled by Cudworth E class and Sir Edward Watkin inspecting works whilst wearing a Cossack hat .Folkestone Warren Halt with footbridge (2 illus.) p. 312 (see also letter in Issue 10 p. 40 from B. Hillier and photo. of similar footbridge at Wokingham); 314 upper: day trippers arriving Warren Halt and lower railmotor No. 1 approaching Dover Town whilst hauling trailer on 20 September 1910; pp 315-17 the 1915 episode, and as restored pp. 318-19. .
Riley, R.C. Latter years of the GER Intermediate
Cites earlier article by Kite in Issue 4 page 105. Mainly post-war activities of the LNER E4 class, including their use by the Cambridge University Railway Club for amateur attempts at firing.and driving between Linton and Haverhill. At that time their premier duty was the Cambridge to Colchester service, but Riley also encountered them on the Saffon Walden branch, and on the Thetford to Swaffham line where locomotives with tender cabs were favoured. They were also used on the Mildenhall branch. Illus.: 62789 at Haverhill on 29 August 1956; 62785 on CURC special at Cambridge on 6 March 1958; 62788 on Saffron Walden branch on 8 September 1956; 62785 at Mildenhall on 3 May 1958; 62780 at Mildenhall in December 1953 (Ian C. Allen); 62792 at Sudbury on 9 June 1956; 62797 at Halesworth shunting milk tank wagons on 10 October 1956; 62787, 62789 and 62788 in store at Norwich Trowse in December 1955 (Ian C. Allen); 62790 (in lined BR livery) at Marks Tey on 3 June 1950 (G.W. Powell). Photos by R.C. Riley unless otherwise indicated. See also letter from R.A. Hawkesford in Issue 10 which refutes statement that last 2-4-0 locomotives built for an English railway were those for the East & West Junction Railway in 1903: two 2-4-0s were constructed by the NSR at Stoke in 1906..
Minnis, John. Two LB&SCR stations: Balcombe [and]
Forest Hill. 328-31.
Full page illustration of Balcombe taken in about 1890 plus noted on history of station. Double page photograph of exterior of Forest Hill station taken in about 1905 which also shows a horse-drawn omnibus (bus); a NTC public telephone sign and a dairy van with milk churns. See also extensive letter from Stanley C. Jenkins in Issue 10 page 40 on LBSCR station architecture..
Lee, Peter. Stockingford. 332-7.
Stockingford was situated on the Midland Railway's Birmingham to Leicester line west of Nuneaton (map). Illus include one of MR 2F 0-6-0 No. 2144; the station in the 1930s; the signal box; LNWR 0-8-0 No. 49142; a Stockingford Colliery Co. seven plank wagon No. 9 built by Gloucester Carriage & wagon in 1902; engine shed (exterior and interior) after closure.
Instone, Reg. Harvington. 337.
See Issue 2 page 12: notes on signalling on single track former Midland Railway line betwen Broom and Evesham..
Kelham, Richard. The collieries of the Cam Valley. 338-46.
Branch from Hallatrow to Camerton opened in 1882. Illus. include Dean goods 0-6-0 No. 2395 shunting at Camerton Colliery; Gloucester Railway Carriage & Wagon seven-plank wagon for Camerton Collieries in 1898; screens at Lower Conygre, Timsbury Collieries (also wagons owned by Mortimer (Chippenham)); four-plank wagon owned Timsbury Collieries (No. 126); 0-6-0ST on freight train at Cam Brook near Paulton c1901; traction engine at Trimsbury Colliery pre-1908; Dunkerton Collieries 7-plank wagon No. 1117 at Charles Roberts works in 1911; Dunkerton Coal Factors 7-plank wagon No. 1207 and No. 3003 built by Gloucester RC&W in 1932;
Beale, Gerry. Camerton Branch addendum. 346-7.
Quarries of the United Stone Firms at Hallatrow c1910; steam rail motor (railcar) at Limpley Stoke c1924; Midland Railway van No. 6278. See also letter from Richard Kelham in Issue 10 p. 40 concerning Cloud Hill Quarry and Thomas Free & Son
Foster, Richard D. McKenzie & Holland tall siding
disc signal: Higland Railway Inverness, Rose Street.. 348-50.
Rotating disc signal probably installed in 1898: about 8ft tall. Illustrations and diagrams. See also letter from G.F. Chadwick (Issue 17) page 352.
Book reviews. 350-1.
Dow, George. Supplement to railway heraldry. Author.
16pp addenda to Dow's Railway heraldry.
Tatlow, Peter. Highland miscellany. OPC. GB
Picture album (many in LMS days) with extended captions
Mystery photograph. Bob Crawley
See photograph on page 308: 4-wheel coaches can be identified by reference to Eric Mountford's excellent Caerphilly Works 1901-64, where similar photo obviously taken at same time is reproduced. Location is Caerphilly works yard, Rhymney Railway, dated March 1913. The two coaches were Rhymney Nos. 1 and 2, by then re-numbered 01 and 02 in the duplicate list, being used in the works train. Built by the Railway Carriage Co., Oldbury, in 1859, they were originally all first, being later converted to compos. According to Mountford these two coaches remained in use until 1912, being finally cut up in 1914. It seems rather surprising that they retained their somewhat primitive drawgear and buffers at this late date. Also, they seem to have no form of braking at all and their final livery was an overall battleship grey.
Mystery photograph. R.C. Metcalf
See photograph on page 308: 4-wheel coaches can be identified by reference to Plate 29 of D.S. Barrie's Rhymney Railway.The caption reads 'Original Rhymney Railway coaches Nos. 1 and 2 (built Birmingam..C & W Co. 1859) at Caerphilly in 1913 (photograph by K.A.C.R. Nunn. Harold Morgan's South Wales branch lines notes on pages 104/105 that Rhymney commenced passenger services in 1858 with a few 4-wheeled coaches supplied by C. Williams and the Railway Wagon Co., Olbury, and that two first class coaches supplied by the Railway Wagon Co. were part of the Caerphilly Works train until 1912. It is surprising that they managed to survive until 1912/13 without being fitted with some form of brake gear.
Mystery Photo and MR 0-4-4Ts Alan M. Wells.
See photograph on page 308: as above, but suggests photograph taken by H.L. Hopwood.
See also letter from Paul Lefevre on page 304 which related to use of Midland Railway locomotives on MGNJR. The Midland 0-4-4 tanks were in use on the Midland and Great Northern Railway from 1908 to 1912. Without any doubt they received overhaul and repainting at Melton Constable. In the 1890s a Midland 2-4-0 No. 233A was stationed at Norwich and the crew turned the steam back into the tank and blistered the paintwork. It was repainted at Melton andduring WW1 several Midland engines were overhauled and repainted there so it would not be difficult to paint engines in the Midland Red.
The drawing of the 0-4-4T appears to be one writer's for the M & GN Circle Drawing Service and is based on one by P.C. Dewhurst who wrote a series of articles on M&GN locomotives in the Locomotive Magazine for 1921-2. The Derby drawings of the class as built are not there now, but one by H.T. Buckle "is in existence" although some of the dimensions around the bunker and cab opening are definitely wrong. A drawing exists in the Dewhurst collection in the Science Museum of the class as running on the M&GN. It will be noticed that the cab is not standard. It seems strange that Dewhurst gave the running numbers as 141-3 and he should have known as he was at Melton 1906-8 supervising the fitting of tablet exchangers and the three engines had them for either way running. They were surely the last engines to receive the large numerals. One of these engines was at Bourne and a man who fired on it told writer it required a thicker fire than the Joint engines because the firebars were wider apart.
Referring to the 'A' tank class, the use of Great Northern drawings for the trailing axle was news to writer as he always understood that the London, Tilbury and Southend drawings were used for this purpose. They were officially 'rebuilds' but the Chief Draughtsman at Melton told writer they were new engines. Wells was unable to trace the type of boiler used and there is no indication on the General Arrangement drawings. The coupled wheelbase was longer than on the 'A' tender engines to accommodate a large firebox so that it would resemble a 'B' boiler as fitted to the inside cylindered engines. Presumably they were made at Melton as were the replacement boilers. He could not give reason for the cut down tanks, but Mr. Nash was an ex-Great Western man and that company made a practice of it. The driving position was bad in any case and the front lookouts could not be used for buffering up. No, 9 went to South Lynn in the early 1930s to get mileage in for cutting down the tanks and was used on the King's' Lynn to Spalding service. With that in mind she must have crossed the West Lynn bridge at least four times a day. He knew she was as built because he cleaned her several times. There is no record of an 'A' tank going to Bourne. When it was proposed, the foreman driver at Bourne (Dick Richards) protested because they were heavy on oil and the trailing axle tended to run hot when doing bunker first work and with twenty-eight miles each trip it would certainly have tested it.
Watford Tunnel. M.F. Yarwood
See Issue 8 page 284: Richard Foster claimed that no signal wires could be seen; but are there not three wires emerging from the gap in the balcony boarding, one of which appears to be of heavier gauge and passes through a pulley mounted on a post visible above the bushes in the foreground on the right of the photo. Writer guessed that this wire actuated the Up Third Line distant, while the other two wires controlled the rotary Up Main disc & crossbar. The fact that the distant was a semaphore with, presumably, counterweight return would imply that the operating wire would need to be supported at more frequent intervals to avoid the unsupported weight of any span overcoming the counterweight and so causing a false 'Clear' indication. It seems that the missing boarding in the balcony was intentional to accommodate the signal wires; the square-cut ends tend to support this. And is that not an operating lever sticking up above the balcony in front of the short telegraph pole. The foregoing might explain the peculiar operating arrangement mentioned in the text in that the distant signal could be operated from the box, whereas the home signal necessitated leaving the box and crossing the tracks to work the lever at the base of the post. In the 'down' direction there certainly do not appear to be any signal wires, so presumably trains in that direction were still only 'flagged'.
LMS 'Jinties'. George Dow
See article on page 277 et seq. In the last paragraph of this article the remarks concerning styles of lettering are confusing and call for clarification. The well-known sans-serif lettering specially designed by Edward Johnston for the then Underground Electric Railways of London first appeared on posters in 1916. Because Frank Pick was so closely involved in its evolution and introduction, it became generally known as Johnston-Pick type and was duly universally employed by London Transport. Eric Gill, sculptor and a pupil of Edward Johnston, did not design lettering for London Transport, but the elegant sans-serif type which bears his name was adopted by the London & North Eastern Railway in. its typographical revolution of 1928, which involved posters, handbills and press advertisements. The use of Gill Sans for station and other signs of the LNER soon followed and before the outbreak of the last war it had appeared on the company's locomotives, rolling stock and road vehicles. Gill Sans was continued universally by British Railways on their formation in 1948 and remained in general use until the search for a new image began in 1965, when the castration British Rail, the barbed wire emblem and the now hackneyed Univers lettering carne on the scene.
Waterproof clothing at Bala Junction. Adrian Gray. 352
See letter from D. Castle in Issue.8 page 306:.Bala Junction lay three-quarters of a mile from Bala and was accessible only by rail or footpath. No road access was provided as the station functioned as a crossing place on the line between Dolgellau and Corwen and as an interchange for passengers to and from the branch to Bala and Blaenau Ffestiniog. The location was bleak: the signalmen must have been grateful for their waterproofs as they trudged to work.
Wagons at Pensford Colliery. D.P. Rowland
See article on page 232 (Issue 7): wagon in upper picture on page 233 appears to have started life as a standard 10 or 13 (ex-12) ton seven plank end-door mineral. The end door with its fastenings and hinges is still in position yet it has been secured out of use by two substantial stanchions bolted to the headstock and end sheeting. In the train on page 234 the third, fourth and fifth wagons appear to be wooden hopper wagons, the fifth certainly was, and of these the fourth definitely seems to be a converted end door wagon.
GRC & W coaches. Andrew S. May
See article in Issue.6 starting p. 178 for photograph on p. 188: the coaches shown were Western Australian Government Railways 3ft 6in gauge vehicles and included three platform ended dining cars (the first dining cars to be used in any state of Australia) and part of a batch of suburban brake firsts.
'Corwen Cars'. J.F.W.M. Bowen
See letter in Issue 6 page 220 from F. K. Davies: writer lived for 20 years from the age of 4, at Carrog, the next station to Corwen on the Llangollen side. To the best of his recollection, the 'Corwen cars' did not work to Bala: they were in fact, the only passenger trains that did not go further than Corwen. He travelled by them many times (return fare 9 old pence!) and as a very small boy he could remember wanting to grow up quickly so that he could be a porter at Corwen station and have the fun of seeing all the passengers turn out when he shouted 'All change!' These 'auto-trains' were, he thought, stationed at Croesnewydd, and therefore worked from Wrexham to Corwen. Only one train of this sort ran per day. Reaching Corwen about 2.50 p.m., it stayed there until about 5.0, then returned, often as a mixed train, the locomotive, the usual 0-4-2T, sandwiched between the passenger car(s) and up to six goods wagons and a guard's van. The bell signal to 'ask the road' when the train was mixed was 3-1-3. See also letter from Keith M. Beck in Issue 10 which confirms that auto trains did not travel beyond Corwen..
Westerham shed. Chris Hawkins and George Reeve.
See page 160 for article by letter writers: information supplied Cliff Norrington and Rob Gammage, the authors are now able to establish the exact construction of the shed at Westerham. Contemporary drawings show it with a 'curved roof, giving the appearance of something rather like an undersized dutch barn' while photographs give only 'teasing glimpses' but seem to show a roof of conventional pitched construction. Messrs. Norrington and Gammage, however, have discovered the following. On the night of 14th October 1881 a fierce storm swept the village damaging a number of buildings in its wake, including the loco shed roof. The authorities quickly set about repairing the building completing the work in the Spring of the following year. Photographs in their possession, before and after the storm, show curved and pitched roof respectively.
Alan Cottrell submitted drawing of two symbols discovered during restoration work on a 10 ton capacity five-plank open wagon, owned by the Somerset and Dorset Railway Trust. The symbols were found stamped into the iron door and side strapping, corner plates, crown plates, door bangers and axle box keeps. Two separate stamps seem to have been used as, whilst the two symbols appear together, they are not always in the same relative position. MR Co. is presumed to be an abbreviation of Midland Railway Co; indeed the wagon exactly matches MR Diagram 302, shown on page 74 of An Illustrated History of Midland Wagons, Vol. 1, by R. J. Essery (OPC) although the vehicle carries no wagon number or builder's plates. Did anyone know the significance of the fish [symbol]? See letters in Issue 10 from J.H.P. Lloyd; D.E. Bird and John Dirring.
John Rhodes was searching for
information concerning the ex-Great Northern Railway branch lines between
Bourne and Essendine (including the intermediate stations at Thurlby and
Braceborough Spa) and Bourne and Sleaford (stations at Morton Rd., Rippingale,
Billingborough and Aswarby). Track layouts and signalling diagrams, timetables
and photographs would be of particular value.
Special Great Eastern Railway Edition (n.d.): compiled and edited by John Watling
It was most unfortunate for the ECR that its first Secretary. John Clinton Robertson. became editor and proprietor of the Railwav Times following his resignation from the company early in 1839. The paper was one of the earliest intended for railway shareholders and investors. and. from the comfort of his editorial chair. Robertson took every opportunity to lam- baste the ECR at its every move - or lack of move. He might have been entirely justified. but one cannot help feeling that the railway's failings got far more exposure than those of other companies. all of whom were still finding out the hard way how to operate a railway efficiently and profitably.
Hertford East. Dave Taylor, 3-12.
The T19 Class 2-4-0 locomotives. Lyn D. Brooks. 13-22.
10 illus., 3 drawings.
The drawings show the class as built and as modified.
A Short History of Lowestoft Harbour. J. Swieszkowski. 23-38.
Great Eastern Railway horse-drawn van. Dennis West. 39-40.
The Great Eastern Railway a critical appraisal. Geoff
The Great Eastern Railway in East London. Geoff Pember. 47-70.
Great Eastern Railway hotels. Michael Brooks. 71-4.
Great Eastern Railway locomotive chimneys. Dave Holland.
Table shows which chimneys were fitted to various locomotive types. Diagram.
Wright, Alan. The London Terminus of the Eastern Counties Railway. 77-84.
Bishopsgate and Spitalfields. John Watling. 85-
Special London & Birmingham Edition; edited Richard Foster.
Introduction. Richard D. Foster. 1-2.
Publication originated from an idea put to the London and North Western Society that some interesting material relating to some aspects of the history of the line from London to Birmingham should be published to mark the 150th Anniversary of the opening throughout of the London & Birmingham Railway (17 September 1988). There have been many anniversaries in recent times and one might ask what makes this one so special. The Stockton and Darlington was the first real railway and established the usefulness of the railway as an economical and practical mover of bulk loads. The Liverpool and Manchester was both the first passenger-carrying main line railway and the first 'Inter City' line (over a hundred years before the term was coined). It was, however, still local in its operation and influence. For the milestone which developed railways into a national network with influence throughout the country and affecting almost all aspects of life, we have to look to two companies: The Grand Junction and the London & Birmingham. Planned and promoted at the same time, these undertakings created a chain of communication stretching continuously from Liverpool and Manchester in the north, through to Birmingham (the Grand Junction linked with the Liverpool and Manchester), and on from there to London (the London and Birmingham). By these links, in almost one stroke, the nation's capital and seat of government and power was linked to the two greatest centres of manufacturing and industry Birmingham and Manchester and to the country's greatest port Liverpool.
Journey times were reduced drastically, making travel between the centres a much more practical proposition. It speeded up the mail and communications, thus promoting trade and industry, and it speeded up the movement of troops, thus strengthening government. When the railway opened, most towns and areas had their own local times. Thus Harrow was one minute behind London, and Birmingham 7½ minutes behind. The railway made this an impossible situation and within a short time a system of national time was introduced. As Dr Arnold of Rugby School said, 'Feudalism has been abolished for ever'....
The L & B - the struggle for its construction. Peter
S. Richards. 3-11.
Harrow station 1837-1987. Peter G. Scott. 13-21.
Locomotive performance London-Birmingham. John F. Clay. 22-31
Forsyth, Mary. Watford.. 33-47.
Local landowners, the Earl of Essex of Cassiobury and the Earl of Clarendon of The Grove, opposed the route taken by the road and the canal via the Rivers Colne and Gade and forced the railway to make a deep cutting through the Oxhey ridge, a long curve and the mile long Watford Tunnel and forcing the railway station onto an isolated situation. The original station opened in June 1837 but there are no contemporary photographs of the original structure. Still less is known about the original engine house. A special entrance was constructed for Queen Adelaide to assist her arrivals and departures from Cassiobury and special steps were provided for Queen Victoria and Prince Albert when they travelled from Windsor by coach to entrain at Watford for Tamworth to visit Sir Robert Peel: a plaque commemorated this event. A new station was opened on 5 May 1858: the branch line to St Albans opened in the same year. In October 1862 the branch line to Rickmansworth was opened. The station was remodelled in 1874/5. Illus.: Precedent 2-4-0 and Special DX in 1898 p.42; station looking south in 1925 p. 43 upper; exterior in 1943 with WW2 signs and bus shelters, NRM p.43; booking hall & Wymans bookstall in 1943, NRM p45; 2-6-4T 2590 on down suburban working in July 1947 46 upper; 44716 arriving on up stopping train on up slow in 1957; LNWR electric set in April 1960; Watford tunnel entrances in 1948 one with 46256 Sir W.A. Stanier entering on down express.
Instone, M.R.L. London & Birmingham line train services.
Covers firstly: express passenger trains (49-52); stopping passenger services (52-3); Euston - Watford services (55-6); Fish, meat and perishable traffic (56-7); Goods traffic (57-60); Coal traffic (61-4). Table of long distance services from Euston in January 1883, July 1896, February 1909, July 1921 and July 1938. The surprising feature is the sparseness of the services to Birmingham and the very wide variety of other destinations. A diagram compares journey times and number of trains between 1840 and 1990. Non-stop trains were introduced on 2 June 1902 and two hour expresses in March 1905. Illus.:M. Barradell in Issue 27 page 351 comments on "headlamp code"); p. 53 4-6-2T No. 1366 on up sem-fast near Harrow in 1911/12; p. 56 upper Jubilee 5587 Baroda on up semi-fast on slow line crossing Bushey troughs in 1937; p. 56 lower Precursor tank (4-4-2T) on down stopping train north of Kings Langley in 1929; p. 55 Watford tank on up fast for Broad Street in early 1900s (see letter from M. Barradell in Issue 27 page 351)page 63 caption states Renown, but a superheated Precursor No. 5311 on down mineral empties at Bushey in late 1920s: see letter (Issue 27) p. 351 from M. Barradell
Wolverton in 1842. Francis Wishaw. 66.
Presumably extracted from Whishaw, although this is not stated.
Wolverton refreshment room 1848. F.B. Head. 67-8.
Presumably extracted from Head's Stokers and pokers
Relaying the rails in the Kilsby tunnel, Superintendent's Office, Euston
Station, 22nd January, 1848. 69.
Signed H.P. Bruyers. Precautions necessary due to replacement of stone blocks and original rails. Signalling and telegraph arrangements: need for caution by drivers. Illus.: south portal and enclusing tower for one of 60ft diameter ventilating shafts.
Rugby in 1842. Francis Wishaw. 70.
Presumably extracted from Whishaw, although this is not stated.
Hendry, R.P. Rugby. 71-83.
Illus. p. 52 4-6-2T No. 1710 on Northampton stopping train approaching Watford Tunnel on down slow line (letter from ; p. 70 upper the huge signal gantry adjacent to GCR bridge; p. 70 lower Renown (not Precursor as stated in caption: see letter from M. Barradell in Issue 27 page 351) arriving Rugby with down express in 1931
L & NWR water troughs. Richard Foster. 84-91.
Introduced by Ramsbottom at Mochdre in 1860. All LNWR installations listed: Bushey (proximity to London is explained), Castlethorpe, Newbold, Holbrook Park, Hademore, Whitmore, Moore, Brock, Hest Bank, Dillicar, Christleton, Rockcliffe Hall, Prestatyn, Aber, Eccles, Ditton and Diggle (last inside tunnel). Patent coverage may have inhibited take up by other railways, although agreement with GWR for initial installation to be royalty free in exchange for vacuum pump technology. Illus.: Precedent 2-4-0 No. 1745 John Bright piloting 2-2-2-2 compound on Bushey troughs with down express: notes positioning of up signals and lack of space between running lines and steel water troughs; sketch of tender apparatus, cross section of water trough, Lady of the Lake 2-2-2 on up express on Whitmore troughs in 1890s; Whitmore troughs in summer 1877 shortly after quadrupling; 45673 Keppel on up express on Newbold troughs in July 1948.