British Railway Journal (Volume 2)
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Editorial. Paul Karau and Gerry Beale. 1.
State of chaotic editorial inactivity which failed to record that
there was something wrong with the Contents listing for this Issue.
Toms, G. and Essery, R.J. The 'Crab' 2-6-0s of
the LMS. 2-8.
Bradley, D.L. Before Kew and York. 9.
Records "maintained" at London Bridge and other Southern Region locations:
this contribution upset David Jenkinson who responded
rather fiercely on p. 130 pointing out that the NRM Library was really a
private research library for the Museum's staff and this led to a response
from Bradley concerning the difficulty of travelling
to the NRM from Tunbridge Wells and then having to suffer from the library's
"lengthy midday siesta" (in 2006 this siesta is extending to several years
with the promise of electronic jam in the future). This and David Jenkinson's
response led to a hefty correspondence headed by George Dow
on page 170 et seq, et seq..
Carpenter, Roger. Lydham Heath – a remote railway
outpost. 10-21+
Situated on the Bishops Castle Railway: shows typical motive power:
letters on pp. 131-2 from Brian J. Miller note that
BCR wagons were overhauled at the works of the Barry Railway in 1905 and
1906; from.J. Lloyd on the carriages which did not
come from the Hull & Barnsley Railway, but from the Cardiff Railway;
the LSWR carriage (ex-Neath & Brecon Railway) and the identity of the
former LNWR vehicle; J.F. Burrell concurs that certain
passenger services were worked by bus and cites Rly Mag., 1933 January
for further information. .
Copsey, John. The 1.45 p.m. – the story of an everyday
country train. 24-8.
13.45 Paddington to Stourbridge Junction as it ran in 1946. It was
hauled either by a Castle or a Hall class locomotives between London and
Worcester where it split with portions being worked forward to Hereford and
Stourbridge Junction. See also letter from Charles Bayes
(p. 130) concerning East Anglian trains which had frequent engine changes:
notably 11.50 Liverpool Street to Hunstanton (111 miles) which was double-headed
between Cambridge to Ely . J.F. Burrell (p. 131) noted
that by 1948 the caravan at 13.45 from Paddington no longer reached Stourbridge
Junction, but still meandered to Hereford..
Squibb, Peter. Great Western signals – square posts.
Part 1. 29-39.
George Dow (letter page 130) noted that primary
function of finial was to protect end grain of timber post with a secondary
function of discouraging birds from landing and fouling the lenses.
Correspondence ..
Meetings and Appeals
Cowr photo: Bishops Castle Railway 0-4-2T No, 1 near Horderley on 5th August 1925 (H. Dixon Hewitt)
The Birmingham & Gloucester Railway and the Lickey Incline.
Peter Truman. 46-55.
Not very profound, but gives brief details of Birmingham & Gloucester
Railway (Act of 22 April 1836, opened 24 June 1840). Constructed at minimum
cost, hence the Lickey Incline. The Bristol & Gloucester Railway (broad
gauge) was opened on 6 July 1844, and from 7 May 1845 both railway were leased
by the Midland Railway. Baulk track was laid on the Lickey Incline. The Norris
locomotives were not restricted to banking work. Illus.: 0-10-0 as LMS 2290
near Blackwell; 4-4-0 No. 756 on down express near Blackwell in 1917; 483
class No. 517 near Blackwell on down express; No. 778 stopping at Blackwell
before descending; Bromsgrove station; 0-4-4T No. 1734? and 0-6-0T 2458 banking;
0-6-0T No. 2458 on Bromsgrove shed; 4-2-2 No. 614 and 4-4-0 on down express;
240 class0-6-0 No. 2334? and 0-6-0T No. 1933? banking passenger train; 1357
class 0-6-0 No. 1613 hauling freight up incline. See also
letter from Neil Burgess (p. 132) which corrects statements on mixed
gauge track between Standish and Gloucester prior to 1845; and adds information
about Midland Railway having to pay GWR for unused running powers between
Standish and Gloucester and on fate of Midland Railway's broad gauge
locomotives..
The locomotive livery of the LNWR — some problems.
Edward Talbot. 56-7.
Cites Hassall, Jack: Painting LNWR locomotives.
Br. Rly. J.. (3), 54-8 which stated that LNWR black was a "greyish
black": this is contrary to the usual "blackberry black" mentioned elsewhere.
Talbot considers the frame colours (black predominated but the first ten
Precursors had red frames as an experiment. The colour of the cab interior
is also considered and seems to have been varnished "grained oak", "dirty
putty" or several shades of red. No. 5000 Coronation had a special
livery and the cab of it was painted Indian red. Illus.: 2023
Helvellyn at Euston. See also letter from C.M. Mullinger
(p. 130) which argues that Webb used high quality German varnish for
painting locomotives at Crewe and that Whale economised by using an inferior
British product.
..
Wagon turntables. Richard Foster. 58-70.
Illus.: ex-LNWR goods warehouse at Heaton Norris with wagon turntables
(two views one with surreal image of overhead masts and catenary for LMR
electrification); plans of LNWR freight yards at Banbury, Brandon & Wolston
and Deepfields; LNWR turntable in situ at Brackley; diagrams; turntable loaded
onto former McConnell tender chassis; MR wagon turntables at Frocester and
at Yate; GWR type at Bishops Road, Paddington with horse shunting; a NER
turntable serving a glass works at Castleford; Torquay Gas Works c1903 with
wagon on mixed gauge weighbridge; NSR turntable at Uttoxeter; Lydney Docks
Severn & Wye Railway and ex-Highland Railway at Kyle of Lochalsh.
Handcross — a 'D' tank saga. Klaus Marx. 71-6.
The LBSCR ordered 34 Stroudley D class locomotives from Neilson's
of Glasgow. To ensure that standardization was maintained Brighton Works
supplied sample parts as well as full-size drawings of all the names to be
used. On completion of the order Neilson's suggested that a further locomotive
should be constructed from the sample parts. This was delivered on 19 March
1883 and received the running number 233 and the name Handcross. The
Works Number was 2938. The initial allocation was unique: East Grinstead:
the sole allocation to this place and little distance from Three
Bridges.
GER carriages in crimson lake: the effect is very pleasing.
John Watling. 77-81.
For most of its existence the Great Eastern Railway merely varnished
its vehicles, but rolling stock used on its inner suburban services was painted
coach brown. From 1919 crimson lake was employed for new stock and for renovation
(this was similar to the Midland or NBR colour/s) and the writer shows that
contemporary technical/enthusiast literature were in agreement on the colour
selected for the new livery! The Railway Gazette (11 April 1919)called it
a "rich lake colour" whilst The Locomotive (April 1919) called it "dark crimson,
like the Midland" whilst the Railway & Travel Monthly (June 1919) stated
"the shade adopted is scarcely so bright as that obtaining on the Midland
Railway". Hearse carriage No. 512 (6-wheel) was painted in this livery and
was used to convey the remains of Nurse Edith Cavell on 15 May 1919 from
Liverpool Street to Norwich following a memorial service at Westminster Abbey
for interment in Norwich Cathedral. The vehicle was also used to convey the
remains of Captain Charles Fryatt, former Master of the Brussels, who was
also shot by the Germans. The author considered that the bulk of the steel
panelled stock was painted or repainted crimson before the Grouping, but
that many of the locomotives still retained their blue livery in spite of
the decision to use grey. The LNER adopted a teak finish in spite of crimson
being used on the NER, NBR and GER, suggesting that the LMS adoption of crimson
was the reason. A more probable one is that the premier stock had been the
ECJS which was always varnished teak. The author suggests that crimson was
an odd choice by the GER as the LTSR had been acquired by the Midland Railway
in a hostile takeover.Illus.: suburban third built Midland Railway Carriage
& Wagon in 1921: No. 203; hearse vehicle No. 512 (both crimson).
Contractors locomotive Margam. 81.
O/c 0-4-0ST with Jim Cooper standing on the footplate in about 1898.
J.F. Burrell (letter p. 131) notes that this was Manning
Wardle 1306/1895 used on construction of Port Talbot Railway and later at
BPCM, Wouldham Works, West Thurrock and at Light Expanded Clay in
Grays..
SR weed-killing trains. Kevin Robertson. 82-7.
Weed killing was based on a mixture of sodium chlorate and calcium
chlorate. The illustrations show manual spraying; a simple powered system,
an improvised train consisting of two obsolete Adams tenders with spraying
equipment used between 1931 and 1937 and several views of the Southern Railway's
1937 weed-killing train taken at Epsom (both interior and exterior views).
The set used tenders from Stirling F and B class locomotives and a SECR passenger
guards van. A post WW2 weed-killing Southern Region train consisting of tank
wagons, spraying vehicles adapted from utility vans and hauled by Q1 33039
on 5 November 1949 is also shown. Some consideration is given to the different
methods adopted by the other companies.
Book Reviews. 88.
The locomotives of the South Eastern Railway. D.L. Bradley.
RCTS. GB.
LNWR liveries Edward Talbot, George Dow,
Phillip Millard and Peter Davis. HMRS. GB
"lavishly produced book": very well received.
An illustrated history of Southern wagons. Vol. 2.
LBSCR and Minor Companies. G. Bixley, A. Blackburn, R. Chorley and
M. King. OPC. GB
"thoroughly recommended"
Correspondence. 88.
Turnberry Road. D.P. Rowland.
See Issue 8 page 297 (begins page
293): closure date and announcements relating to
'K' class 2-6-4 tank No. E793 River Ouse at Victoria with a Brighton express. (W. J. Reynolds), front cover
Editorial [tribute to D.L. Bradley]. Paul Karau. 89.
Records that Bradley had died at the early age of 63. Noted his
distinguished career in the Royal Navy and his competence as a mathematician
and the high quality of his manuscripts. His work on the locomotives of the
London & South Western Railway ws not a reworking of the earlier RCTS
material and had gone back to the original surviving records: see
page. 9.
Facett, Bill. The stations of South Shields &
Tynemouth. 90-100.
Includes extensive collection of photographs: dates quoted challenged
on page 171 by Andrew Emery, especially the former
location of the Blyth & Tyne Railway's initial terminus in Tynemouth;
and by A.D.N. Rush on deviations from
C.R. Clinker's Register of closed
stations and Hoole's Railway
stations of the North East concerning the "temporary" stations of
the Blyth & Tyne Railway.
Carter, C.B. LNER coach cascading in the 1930s. 101-5.
Mainly gangwayed stock to North Eastern Area, thus releasing good
quality non-gangwayed stock for use elsewhere including on the Midland &
Great Northern Joint Railway
Kite, J.E. Maids of all work – the LNWR 0-6-2 tanks. 106-9.
Illus.: No. 6881 at Leighton Buzzard in 1929; unidentified locomotive
with 20 coach Pochin colliers' train; No. 243 at Birmingham New Street in
1905; No. 615 with another double-heading passenger train at Abergaveny in
1913; two at Swansea Victoria; No. 7759 with enlarged side tanks.
Robertson, K. Lifton – a South Devon station. 109-111.
Jenkins, Stanley C. The Shipston-on-Stour Branch – a little known outpost of the GWR. 112-21.
Bradley, D.L. The 'River' tanks. 122-5.
Bradley considers that one influence was probably J. Clayton's involvement
in the proposed Midland Railway 2-6-4T design for the Tilbury and Southend
services, but a major influence was the LBSCR Baltic tanks and G.H. Pearson
was sent to evluate their performance. Notes that W class was tested on passenger
trains, but was found to be rough between Headcorn and Paddock Wood and
experienced severe pitching when descending Oxted bank.
Morris, John and Instone, Reg. Great Western Signals –
some further notes. 126-7.
Lattice and concrete posts; finials, lamp-hoisting gear, boss plates,
spectacles, ladders and arms.
Book reviews. 128-9.
The signal box: a pictorial history and guide to designs.
Signalling Study Group. GB.
Festiniog Railway gravity trains. Peter Johnson. AG
Structures and stations of the South Eastern and Chatham
Railway. V.R. Anderson and G.K. Fox. GB.
Correspondence. 130
An NRM commennt. David Jenkinson.
See feature in Issue 10 page 9 by D.L. Bradley on
primary records and access unto them: this contribution upset writer who
responded rather fiercely out that the NRM's Library was really a private
research library for the Museum's staff and this led to a response from Bradley
below.
An NRM comment. D.L. Bradley
See feature in Issue 10 page 9 by D.L. Bradley: concerned
the difficulty of travelling to the NRM from Tunbridge Wells and then having
to suffer from the library's "lengthy midday siesta" (in 2006 this siesta
is extending to several years with the promise of electronic jam in the future).
LNWR liveries. C.B. Mullinger
See page 56 for article by E. Talbot: argues that
Webb used high quality German varnish for painting locomotives at Crewe and
that Whale economised by using an inferior British product.
An East Anglian enquiry. Charles Bayes.
See article by John Copsey Issue 10 page 24:
also asks why many branch line trains carry a single headlamp
in centre of buffer beam; why Thame routed all-stations trains carried express
headlamps; also anecdote of travelling on Nailsworth branch train which divided
at Dudridge with rear portion going forward to Stroud (no announcement about
division being made at Stonehouse)
McConnell tenders. J. Baxendale.
Signal finials. George Dow.
See page 29 et seq: primary
function of finial was to protect end grain of timber post with a secondary
function of discouraging birds from landing and fouling the
lenses.
Lickey incline. Joe Swain.
Lickey incline. V.R. Webster. 131
Handcross - a 'D' tank saga. D.J.W. Brough.
Bishops Castle railway wagons. Brian J. Miller.
See article p. 10 et seq: notes that
BCR wagons were overhauled at the works of the Barry Railway in 1905 and
1906
Bishops Castle Railway carriages. J. Lloyd.
See article p. 10 et seq: on the
carriages which did not come from the Hull & Barnsley Railway, but from
the Cardiff Railway; the LSWR carriage (ex-Neath & Brecon Railway) and
the identity of the former LNWR vehicle.
Bishops Castle Railway et al. J.F. Burrell.
See article p. 10 et seq: concurs
that certain passenger services were worked by bus and cites Rly Mag.,
1933 January for further information; also notes transfer of 58051 from
Tewkesbury to Highbridge during summer of 1952 prior to complete closure
of Upton-on-Severn branch; by 1948 the caravan at 13.45 from
Paddington (page 24) no longer reached Stourbridge Junction, but still
meandered to Hereford; and the Manning Wardle 0-4-0ST shown
on p. 81 (WN 1306/1895)..
Broad gauge around Gloucester. Neil Burgess. 132.
See feature page 46: corrects statements
on mixed gauge track between Standish and Gloucester prior to 1845; and adds
information about Midland Railway having to pay GWR for unused running powers
between Standish and Gloucester and on fate of Midland Railway's broad gauge
locomotives..
Clifton Down sets. Keith Ettle.
Iron Duke. D.N. Beach.
Refers to p. 34 of Br. Rly J. Special GWR edition (1985 or
thereabouts): locomotive Iron Duke much decorated with flags etc:
Scottish Royal arms; British Royal Standard; Union Flag and flags of
Piedmont-Sardinia, Turkey and France. Caption states decorated thus for visit
of Shah of Persia. Alleges that same photograph appeared in P. B.
Whitehouse and D. St John Thomas Great Western Railway (but this is Lord
of the Isles: own eyes KPJ) and caption states for visit of Sultan of
Turkey; and also in B. Haresnape's Railway design since 1830 where caption
states decorated for return of soldiers from Crimean War.
Appeals. 132.
Old coach body at Brecon. G.A. Hookham
Photograph taken on 26 July 1947: Brecon & Merthyr Railway?
Editorial. Paul Karau and Gerry Beale. 133.
Mainly on life before the Great Western: notably on the very great
North Eastern Railway and its superb looking locomotives with their discrete
use of brass and noble green livery.
Fenton, Mike. The Alston branch. 134-53.
See also letter from M.R. Grocock (Issue
20 page 42) concerning illus. on page 137 which appears
to show two hybrid wagon design midway between chaldron type and NER hopper
type. Notes other sources of information.
An unidentified Super D (G1 type) leaving Northampton heading south on 5
July 1921. 154-5.
Essery, R.J. and Toms, G. The LMS 0-4-4 tanks.
156-60.
See also letter from R. Tourret on page
349 (No. 27) claiming ownership of photgraphs on pages
158 (1900) and 159 (41904)
Lewis, John. GWR coach lighting. 161-5.
Riley, R.C. No. 233 Handcross – a postscript. 166-7.
How No. 2233 became derailed at Longmoor: inter alia shows Dick Riley's
experiences at the LMR.
Correspondence. 170.
The late D.L. Bradley's obsevations (page 9) on the NRM
and the now late David Jenkinson's harsh response to them
was the subject of extensive correspondence: that by George Dow is quoted
in full and the remainder partially summarised. In itself the correspondence
shows that British Railway Journal could have been a vital engine for serious
railway enthusiasm instead of hiding at the back of some long forgotten
shed.
National Railway Museum. George Dow
The late D.L. Bradley's interesting recollections about the trials
and tribulations of his railway research work revived memories of my own
experiences in that field, and I have often thought how thankful I am that
all the research for my trilogy Great Central was completed at Porchester
Road. Here one was welcomed by an intelligent and ever-helpful staff, headed
by the admirable L.C. Johnson. the Archivist. There were no long midday closures
and at least one evening a week the collection was open to those researchers
who could not call during the daytime. Admittedly the conditions were a little
cramped at times and the toilets somewhat Dickensian. but, unlike D.L. Bradley,
I never had to wait more than five minutes for a book.
At Kew the Public Record Office stands in sharp contrast, its only saving
grace being its cafeteria. It is most inconveniently located some distance
from public transport. Its hours of opening suit retired car owners who live
in the London area, and neither on Saturdays nor on any weekday evening can
the collection be visited. The long-distance provincial visitor has therefore
to consider overnight hotel accommodation if his research is at all protracted.
The personal touch has been supplanted by an unreliable computer and the
whole establishment appears to be run for the staff and not for the convenience
of its users.
I have had no experience of the library at the National Railway Museum, but
I have enjoyed sterling help from its staff, notably John Edgington, in the
past. Nevertheless, methinks D. Jenkinson doth protest too much, taking as
he does the best part of a column of yours to reply to a justifiable complaint
of Bradley's about restricted hours of opening. Although the library was
started solely for the use of the staff of the museum, it appears that because
of the generosity of donors it now extends far beyond that. If so, it is
high time that the constitution of the museum is amended to enable bona fide
researchers to consult it without fear or favour. The established popularity
of the museum should be enough to convince its civil service masters that
there is ample justification for the extra staff needed. The hours of opening
should be overhauled intelligently and sympathetically at the same
time.
National Railway Museum. R. How
... it is frustrating to be denied access to material which one knows
is in the archives - the Selwyn Higgins collection being a prime example.
The explanation given, that there are insufficient staff to catalogue the
material for the forseeable future, is hard enough to bear when set against
the all too common background of restricted funds. In the light of Mr.
Jenkinson's declaration that there is no obligation to make material available
to the public, one can't help surmising that the NRM feel little inclination
to perform this task. I'm sure that Mr. Bradley was quite correct about the
lack of public awareness of this facet of the NRM. I certainly did not realise
that material is only available through the goodwill of the staff, and wonder
what would transpire if that goodwill were to be withdrawn, either in toto
or in respect of individuals rash enough to write letters criticising the
system.... One can only applaud Mr. Jenkinson's honesty and hope that, in
the absence of legislation to safeguard public access to the NRM's archives,
historians will heed Mr. Bradley's sound advice and entrust their collections
to an establishment prepared to guarantee continued access in the interests
of serious research. In the meantime it is interesting to speculate on what
possible 'in house' use the NRM staff can make of historical records,
photographic collections and the like which are clearly not destined to be
displayed in the museum. I cannot imagine the staff at Kew being interested
in making the slightest use of the material entrusted to them other than
in servicing the needs of the public, and it would be interesting to know
if the incidence of authorship is as high amongst the PRO staff as it is
at York.
National Railway Museum. Name witheld
The letter from the late Mr. D. L. Bradley about the difficulties
of access to information held by the NRM should provoke some action by railway
historians. While I accept that the NRM has no statutory obligation to make
any records available, surely we as tax-payers, who indirectly fund the NRM,
should pressure legislators to alter these circumstances.
The NRM letter claims financial restrictions for its inability to offer better
facilities but anyone noting the extremely high prices paid by the NRM for
railway posters in auctions would have grave doubts about such observations.
Surely NRM funds, so clearly available for such items (that would be privately
preserved anyway), should be better allocated to some restoration of fragile
historic records already in the collection and in dire need of preservation
together with ensuring access by those interested in research to a greater
extent than at present. Once those expensive posters are in the stores, it
is unlikely they will be seen again. Surplus funds have better uses!
However, Mr. Bradley was incorrect on one point. He wonders how many donors
appreciate that their prize collections would disappear for all time in NRM
stores. In a US mid-West city, a 'pub' boasts locomotive nameplates... and
so on all apparently given to the 'pub' by a previous curator of the Railway
Museum, according to the Manager. So perhaps some donations do not disappear
for ever?
National Railway Museum. H. Morgan
Essentially write to your MP to demand better access to NRM
collections.
National Railway Museum. Brian Hart
Essentially a complaint about a National Collection being centrally
located at York rather than in the depths of rural Sussex, plus the lunching
habits of librarians which souunded almost French: M. d' Atkins?
National Railway Museum. Adrian Gray. 171
Like many others noted the connection between the Museum staff's
authorship and the ready availability of information to them [KPJ: this is
perhaps a question many librarians should ask themselves: certainly
post-retirement access to hardcopy information has been extremely
difficult].
NER stations at Tynemouth. Andrew Emery.
See page 90 et seq former
location of the Blyth & Tyne Railway's initial terminus in
Tynemouth.
NER stations at Tynemouth. A.D.N. Rush.
See page 90 et seq on deviations
from C.R. Clinker's Register of closed
stations and Hoole's Railway
stations of the North East concerning the "temporary" stations of
the Blyth & Tyne Railway
Fittleworth Station under snow in January 1958. R.A. Holder. front cover
The Nottingham Suburban Railway. John Marshall.
178-91.
Act of 25 June 1886 obtained with the assistance of Nottingham City
Council and the Great Northern Railway. The route from the GNR at Trent Lane
Junction to another junction with the GNR at Daybrook was hilly with long
stretches at 1 in 50 and included four tunnels: Sneiton, Thorneywood, Sherwood
and Ashwells. The Engineer was Edward Parry. The line was inspected by Major
General C.S. Hutchinson on 22 November 1889 and opened to passengers
on 2 December. The line was partially closed during WW1 and thereafter the
line gradually fell into disuse. Illus.: Stirling R class 0-4-4T No. 822
entering Thorneywood Station in 1911 (Marshall notes that the 0-4-4Ts struggled
with the heavy gradients); Trent Lane Junction, Sherwood Tunnel north portal;
Thorneywood freight yard; Sneiton Dale viaduct; Sneiton Tunnel south portal;
Thorneywood Station c1904; Bridge No. 9 over Wells Road; St Ann's Well Station
c1904-08; Sherwood Station c1904-08; Ashwells tunnel south portal; Woodthorpe
Drive bridge; Thackeray's Lane bridge; Daybrook Station c1900; C12 67363
on RCTS special on 16 June 1951 leaving Ashwells tunnel; J2 5018 approaching
St Ann's Well on freight on 31 July 1950; J52 No. 68768 leaving Thorneywood
with coal empties in June 1951
Working on the Lickey. R.J. Essery. 192-5.
Mainly extracts from Official Midland Railway and LMS documents concerned
mainly with working unfitted trains down the incline and the difficulty of
stopping them at the bottom with sufficient accuracy to be able to take on
water. Essery emphasised that such trains were worked not from a standing
start (as this would be impossible with brakes pinned down) but that the
brakes were pinned down as the slow moving freights approached the summit.
Braked trains did not pause before descending. Limits (mainly remarkably
low) for upwards passenger trains are also quoted.
Fittleworth — a sentimental journey. Brian Hart.
196-205.
Between Pulborough and Petworth on the LBSCR Midhurst branch.
Three Great Northern footbridges. George Dow.
206-7.
Bingham, Newthorpe and Bulwell Forest stations.
Tetbury station in snow. 208.
G.W.R. Christmas parcels trains. John Copsey.
209-10.
Mainly an examination of "normal" parcels trains activity: only one
of the five tables relates specifically to Christmas workings, and that relates
to 1939.
Auchlochan. David S.G. Stirling. 211-13.
Coalburn branch: includes use of loops with interlaced track to enable
spring-operated catch points to be employed on single line routes with heavy
gradients. Those at Auchlochan are illustrated and were for the line towards
Alton Heights. A similar loop also existed at Brocketsbrae and at Killin
Junction and possibly at Ballinhassig on the Cork, Bandon & South Coast
Railway. See letters on page 307 from D.F. Rowland and
from J.F. Burrell in Volume 3 page 175 on passenger
numbers on Coalburn branch.
The First Webb 2-4-2 tank engines. Edward Talbot.
214-15.
Developed from 2-4-0T which other than the 4-4-0Ts (Metropolitan type
ordered from Beyer Peacock in 1871) were the first LNWR suburban tank engines.
The initial, locomotive was adapted from the 2-4-0T and included a tender
locomotive type of cab, but subsequent locomotives were fitted with cabs
suitable for travel in both directions.
'An abominable intrusion': railway construction in the 1880s.
Chris Hawkins and George Reeve. 216-18.
Three illustrations taken during the construction of the "New Line"
via Effingham Junction to Guildford of the contractor's site and of a new
bridge (with contractor's locomotive on it: see letter
from Peter Truman on page 351 concerning this locomotive). The works
were near the genteel county town.
Book Reviews. 218-20.
The railways of Britain: a journey through history. Jack Simmons.
Macmillan. RDF.
"For the relative newcomer to the study of railway history, this book
is a must". Presumably this was a review of the 3rd edition (Ottley Second
Supplement).
Narrow gauge and miniature railways from old picture postcards.
Andrew Neale. Plateway. AG.
Well received.
The Bristol and South Wales Union Railway. John Norris. RCHS.
RAH.
Railway which served to connect Bristol to ferry (from New Passage)
across Severn to Portskewett (provided with a short branch to give connections
onto the Gloucester to South Wales mainline). Well received, although the
reviewer appears to have had some odd ideas about reviewing.
South Wales railways at the Grouping. Brian J. Miller. D. Brown & Son.
GB
A collection of "most interesting" photographs
The London Chatham & Dover Railway. Adrian Gray.
Meresborough.
London's Metropolitan Railway. Alan A. Jackson. David &
Charles. JM
An odd coupling of two books for review. The reviewer (not unjustly)
uses the review to assess the nature of railway histories with citations
to H.J. Dyos and D.H. Aldcroft and to T.R. Gourvish (Business Hist.,
1978 (20)).
The Bisley Camp branch line. Peter A. Harding. Author.
GB.
Very well received. Photograph from it included..
Feet warmers. Great Northern Railway. 220.
Extract from GNR Working Timetable for 1912 detailing how feet warmers
should be handled.
No. 5404 at Banbury with an auto train for Princes Risborough on 18th September 1945. (R. E. Tustin). front cover.
Copsey, John. Banbury GWR. Part 1 — the background. 222-37.
Banbury was reached by the broad gauge Oxford & Rugby Railway
in 1850: the broad gauge was extended as mixed gauge to Birmingham Snow Hill
in 1852 and reached its northerly limit at Wolverhampton in November 1854.
In October 1861 through standard gauge trains were running from Chester to
Paddington and in March 1869 the last broad gauge train ran north of Oxford.
In 1887 the Banbury & Cheltenham Railway provided an alternative route
from Banbury to the west and in 1900 the Great Central reached Banbury from
Woodford Halse. Finally, the new mainline via High Wycombe and Bicester placed
Banbury on a competitive London to Birmingham route in 1910.
Beck, Keith M. Kingswear for Dartmouth.
Dartmouth boasted a railway station without trains (if it still existed
it would presumably be a "boat station" linked to the "train station" at
Kingswear), and was served by Company-owned ferries: Dolphin and then
The Mew. Mentions that Brunel had considered crossing the Dart to
provide a coastal (and presumably even more tidal) route to Plymouth via
the South Hams. The highlight of the ferry crossing was the Royal journey
made in 1902 to lay the foundation stone for the Royal Naval College. Once
opened the College provided extra traffic for what would now be denegrated
as an integrated travel facility. The ferry/train services are outlined.
As late as 1902 there were still no Sunday ferries. The article concludes
with the last voyage of The Mew on 8 October 1954.
Minnis, John. The Brighton Railway new terminus. 241-5.
Centre-spread photograph probably take shortly after 1882/3 when roof
was reconstruted, plus a contemporary descriptipn (noteworthy for its lack
of paragraphs) plus on page 244 view from north of country end of old train
shed with Stroudley 0-6-0.
Euston in the summer of 1925. 245.
0-6-0ST Special Tank No. 3346 (still very LNWR) shunting empty stock
(clearly LMS red): Philip Rickard Collection.
Essery, Bob. Midland finish. 246-9.
Comment upon specific photographs: 2183 class 4-4-0 No. 2193 with
additional lining at St Pancras presumably in 1893 (and certainly before
1907 when what remained was renumbered); 2-4-0 No. 1527 c1890 in rather scruffy
condition; 0-6-0s Nos. 2284 and 2304 with scorched fireboxes: there are
differences in tender lining.
Jenkinson, David. A Midland, LMS or BR shade of red. 249-51.
Argues that with exception of genuinely ghastly maroon used on carriages
between 1946 and 1948 that the crimson lake used at other periods on locomotives
and rolling stock was the same, but that variations in natural light affected
viewers' perceptions of it: Jenkinson saw preserved No. 1000 alongside red
46256 at Derby in 1956 and he claimed that they were colour on that
day.
Webster, V.R. A Hebridean railway. 251-4.
A 3ft gauge railway was constructed by the Skye Marble Company to
link its quarries from near Kilbride, above Loch Kilchrist, to Broadford.
Horses were used at first, but the Industrial Railway Society's Industrial
Railways of Scotland notes that two locomotives including Hunslet 564/1892
0-4-0ST Skylark worked on the line (but is not illustrated). One of the author's
photographs shows track in situ at Broadford: the others are more like Delphic
remains. See also Issue 21 page 88 for picture
of locomotive Skylark and further information from V.R. Webster..
Williams, Mike. LNWR Diagram 7 slate truck wagons. 256-8.
LNWR standard gauge transporter wagons designed to convey Festiniog
Railway and its own 2ft gauge wagons from Blaenau Ffestiniog to Deganwy.
Diagram and two illus.: including one of 2ft gauge wagon extant in 1965.
Middlemass, Tom. Ah, wilderness! [Falkirk High]. 258-9.
Written at the time of the temporary (but feared permament) closure
of Falkirk High: mainly record of early engine spotter.
Beale, Gerry. Ventnor, Isle of Wight Railway. 260-1.
Classic view of Ventnor station, viwed from above it: from photograph
taken between 1893 and 1900: showing turntable; portable bridge for reaching
island platform which still lacked a canopy; Westinghouse brake equipped
locomotive (probably Ventnor) and train
Book review. 261.
The Somerset & Dorset at Midford. Mike Arlett. Millstream.
GB.
Correspondence
The scene at 6.00 p.m. on Sunday, 24th January 1932, during installation of Carr Mill Bridge. Front cover
The Glasson Dock Branch. Stanley C. Jenkins.
267-74.
See also feature in Number 17 page 332
on signalling arrangements.
The LNER railcars in Scotland. C.S. Carter and A.R.
Maclean. 275-9.
Includes note that there was a suggestion within the Scottish Area
that railcars should be painted deep blue all over. Lines operated included
Stirling to Balloch; Aberfoyle and Blanefield; Kinross Junction to Alloa
and Ladybank; Stirling to Alloa, Alva and Dollar [KPJ Menstrie in 1946];
Thornton Junction and Methil; Hamilton to Blairhill and Shettleston; Edinburgh
District to several destinations, including Dalmeny and Ratho; North Berwick,
Dunbar, Penicuik and North Leith as well as Galashiels to Selkirk; Carlisle
District to Port Carlisle and to Silloth; and Aberdeen District from Aberdeen
to Culter and Banchory and to Dyce and Ellon.. See letter
from K. Hoole in Number 17 page 351 which indicated several errors. and
letter from Robert D. Campbell in Volume 3 p. 176
writer's father's reminiscences of firing the Sentinel railcars on the Balloch
to Stirling and Aberfoyle branches and their use on late evening Dumbarton
Central to Balloch run when it was grossly overloaded and "fell apart". Firing
was very simple and light under normal condistions. Illus.: No. 33 Highland
Chieftain at Ellon; No. 313 Banks of Don at Thornton Junction
in June 1934; No. 31 Flower of Yarrow on St Margaret's shed; No. 39
Protector at Langholm. Mileages achieved are quoted. See critical
letter from K. Hoole on page 351.
The Midland Railway Locomotive Works at Derby. Peter
Truman. 281-9.
Although each of the photographs is carefully credited to the National
Railway Museum (where they are housed) but were presumably Midland Railway
official photographs the major source of the text is "an article" by C.H.
Jones. The author also acknowledges Radford, Williams and Whishaw.
Bridge No. 2, L&MSR Lanc. Union Line: Carr Mill Bridge.
Mike Christensen. 290-9.
The construction of the East Lancashire Road in the late 1920s led
to a major problem where it had to go under a four track railway with junction
on an existing embankment. This was achieved with the minimum disturbance
to railway traffic by building the bridge spans parallel to the railway and
rolling them into place onto abutments which had been constructed whilst
trains were kept running. The steel girders were provided by Sir William
Arrol & Co.
GWR coach lighting. Part Two. John Lewis.
300-5.
A small amout about oil lighting and much more about (1) coal gas
stored in rubberized bags useed on services between Bishops Road (Paddington)
and Farringdon and (2) compressed oil gas using Pintches' or Pope's patent
systems. Oil gas was more compressible than coal gas. Both early electric
lighting and incandescent gas lighting are also considered. The latter was
surprisingly competitive with the former and it was not until 1909 that the
majority of new stock became elctrically lit. Includes a list of tunnels
where elctric lights had to be switched on during daylight hours.
Book review. 305.
Great Western Railway siphons. Jack N. Slinn. HMRS. PK.
Very well received
Correspondence. 306-8.
Shades of red. M.R. Romans.
Comment on (1) the effect of varnish on the perception of colour,
(2) the lack of empathy for Midland colours at Crewe or Horwich, and (3)
the red colour adopted for the Western Region diesel hydraulic locomotives.
See letter by J. Downing (Vol. 3 page 175)
on H. Holcroft's observations on the effect of varnish on the appearance
of GWR rolling satock at the S&DR Centenary Celebrations.
The Euston water columns. M.R. Romans.
See page 245 (Number 15): shield on water column was to protect overflow
going onto live third rail of electrified tracks.
Paint variations. G.A. Hookham.
Refers to letter by David Jenkinson: suggests that the "carmine" used
in the blood and custard British Railways "standard" livery varied from works
to works and was "darker" on the Eastern and Southern Regions [KPJ the base
upon which the colour was applied may have affected the colour or one's
perception of it]. Also suggests that the Malachite green also
varied.
Ventnor, Isle of Wight. N. de Courtais.
Notes that the original layout did not terminate in a turntable, and
the island platform was alos a later addition. See No. 15
Outstationed railwaymen. J.F. Burrell.
See xx for letter by Gareth Spencer on GWR booking office at Wadebridge.
Similar arrangements existed at Bristol for LNWR guards working on North
to West expresses; a GCR guard outstationed to work the Newcastle to Barry
Ports to Ports "express"; the GNR booking office at Stafford; TVR staff at
Llantrisant and a LNWR, later LMS, station master at Carmarthen (see Rly
Mag., 1929)
LNWR slate truck wagons. J. Graham Isherwood.
Very extensive letter in response to article by Mike Williams relating
to quarries which despatched slate via these slate transfer
wagons.
The LMS 0-4-4 tanks and Bathampton Station. Colin G. Maggs.
Alleges that the MR 1P variety were faster than the LMS 2P variety.
Photo. page 264 is Bathampton station.
Coalburn Branch. D.F. Rowland. 307.
See article on branch is Issue 14 page 211 et
seq: letter writers notes that T. Steele, Labour Member for
Lanark, asked a Parliamentary Question on passenger numbers on the Coalburn
Branch. Data are given for week ending 1 September 1939 and corresponding
week in 1945 from each station: Lesmahagow, Blackwood, Stonehouse and Larkhall.
Further letter from J.F. Burrell in Vol 3. No.
23 page 175 which notes the effect of WW2 on the 1939 data and the low
numbers carried from Coalburn.
Malvern shed. C.N. Clemens.
See R.C. Riley
LNER coach cascading. C.S. Carter.
See letter writer's article in No. 13. Until 1943 each Area of the
LNER had its own numbering system for both pre-grouping and group-built stock
and stock transferred between Areas acquired new numbers. After 1943 a common
user system was introduced.
Whitacre train at Hampton. John Raybould.
See BRJ Number 6 page 219: extract from Railway & Travel
Monthly, 11, 170 confirms location.
George Dow [obituary]. PK. 308.
Includes a bibliography of his works. Some
of the material has been used to enrich the Dow page.
The Higham Ferrers Branch. J. Rhodes. 310-19.
In 1881 the populaton of Rushden was 3500 and that of Higham Ferrers
was 1500 and was increasing due to the footwear industry. The senior residants
wanted a loop line from Wellingborough to Raunds. The LNWR was not interested,
but the possibilty that a steam street tramway in Wellingborough might be
extended to the two towns aroused the interest of the Midland Railway who
obtained an Act on 25 July 1890, although construction did not begin until1
January 1892 and the plan to extend to Raunds was dropped. The line opened
for freight on 9 Mrach 1894 and was inspected by Major H.A. Yorke and opened
for passenger traffic on 1 May 1894. The population of Rushden grew to over
13,000 by 1911 and both passenger and the mainly light freight associated
with the footwaer industry prospered. H.E. Bates was born in Rushden in 1905
and described (uncited) how he travelled by train to school in Kettering
and to work for the Northampton Chronicle at Wellingborough. Passenger
traffic held up to the 1950s. Bus competition is not really covered. An ACV
three-car DMU was tried in 1954. The line closed to passenger traffic on
15 June 1959 and to freight in 1969. Ordnance Survey plans (covering stations)
for 1926. Illus.: inaugural train hauled by 0-4-4T 2022 and 0-6-0T No. 12
or 22? at Higham Ferrers; ACV unit at Rushden in July 1954; 0-4-4T 1246 at
Higham Ferrers on 10 August 1945 and 4F in goods yard in September 1952.
See also letters in Issue 20 (from P. Butler on
page 40 and from Derek Chaplin on p. 41 (and
additional photo.).
Hitchin -50 years ago and more. J.E. Kite.
320-1.
Photo-feature: LMS (ex-MR) 2-4-0 No. 70 at up platform, having arrived
from Bedford in 1928; D3 class Ivatt 4-4-0 No. 4078 (green) having arrived
tender-first from Royston; D2 4-4-0 No. 4361 on shed in 1936; C1 No. 3290
on up sem-fast; reserved Stirling 4-2-2 on 29 June 1938.
Wantage Road before quadrupling . Nicholas de Courtais
and Paul Karau. 322-6.
Wantage Road opened in 1846. A report by Col. Rich dated 20 June 1888
made observations abot the facilities and noted that the majority of the
passengers arrived via the Wantage Tramway. The Treasury loan scheme of 1929
enabled the line from Wantage Road to Challow to be quadrupled by 1932, the
work being authorised on 29 May 1930. Illus. include one of station shortly
after conversion from broad gauge in 1892, plus further probably from
1900s.
Surplus to requirements. Mike Lloyd. 327-31.
Five powerful 0-6-0Ts were ordered by the Metropolitan Railway in
1868 to work the unbuilt Hampstead Extension of the St. John's Wood Railway.
They were designed by R.H. Burnett and supplied by the Worcester Engine Co.
Four were sold to the Taff Vale Railway in 1873/4, and the remaining locomotive
went to the Sirhowy Railway in 1873, became part of the LNWR fleet, but was
sold to the Alexandra Docks and Railway in 1879 where it was rebuilt several
times and finally became an 0-6-2T in 1921, becoming GWR No. 663 before being
withdrawn in 1926. The TVR locomotives were rebuilt with smaller cyclinders
between 1881 and 1885. Cites Ahrons
Locomotive and train working and RCTS
Locomotives of the Great Western Railway. Part 10. Illus. Number
91 (photograph) and drawing by Trefor Jones.
850 class 0-6-0ST at Melcombe Regis station, Weymouth,
on Portland train in 1909. 330-1.
Two-page spread: see also letter from J.F.
Burrell (Issue 24 page 219) stating that awning was similar to that used
by GWR in South Wales in 1880s/90s..
Operating the Glasson Dock Branch. Mike Christensen.
332-6.
Outlines the original signalling; that following the economies introduced
following the cessation of passenger services on 7 July 1930, and the additional
facilities (including crossovers at Lancaster) to handle the increased traffic
during WW2. See also feature by Stanley C. Jenkins in Number
16 page 267. Illus.: aerial photograph of Glasson Dock (Aerofilms undated);
LMS (former LNWR 2-4-2T) No. 6620 hauling freight through Lancaster Castle
station.
GWR timber framed goods brake vans. John Lewis.
337-43
There were two series of timber-framed brake vans for standard gauge
lines: an 1871 series which lasted in service until 1911 and an 1874 design.
The earlier vehicles had timber subframes, but later ones had irm subframes.
One vehicle mouldered on the KESR long after the demise of the remainder.
Drawing: plan, side and rear elevations. See also
letter from David L.F. Gilbert in Issue 27 p. 349 which led to further
correspondence: Gilbert mentioned two such vans located at Wolverhampton
end of Birmingham Snow Hill Station during 1927-1930. One was located on
the sector plate. See especially contribution by
S.C. Bromhall (Issue 28) p. 395 for observations on specific illustrations
in this article...
'Argus' revealed. E. Talbot. 344-5.
Argus was the pen-name of of Webb's critics (one letter from him is
quoted in this article) which reveals that Argus was a LNWR shareholder,
William H. Moss, who considered that tthe LNWR could have been operated more
economicslly. Webb showed that he had a sharp sense of humour when he named
Dreadnought 2-2-2-2 No. 2056 Argus in December 1885, See also letter
in Issue 17 by P. Bishop and in Issue 20 from
J. Armstrong and M.R.
Romans. The correspondents are mainly concerned in comparing costs on
the LNWR with those on other railways.
Aylesbury to Verney Junction in the 1890s. Alan A.
Jackson. 346-8.
The Metropolitan Railway purchased the Aylesbury & Buckingham
Railway and this was vested from 30 June 1891. At first the line continued
to be worked by the GWR, but the GWR withdrew from the arrangement from 31
March 1894. The Metropolitan Railway was forced to hire two 2-4-2Ts with
their footplate crews at a cost £2.50 per day including the men's wages.
J. Clayton, Locomotive Inspector of the Metropolitan reported on the condition
of the line which caused problems for the relatively rigid LNWR locomotives.
The Metropolitan ordered two 2-4-0Ts (Nos. 71/2) from Sharp Stewart on 31
January 1895.
Comberow Incline. 348
This 1100 yard long 1 in 4 incline was built by the West Somerset
Mineral Railway. See also further illustration (pages
43 and ) and letter by Roger Carpenter on page 44 of Issue 20..
Correspondence 350
Wantage Road Goods Shed. D. Castle.
Also illustration taken by writer in 1962. As an earlier description
of the ticket window in this building was taken by Mr. Romans to mean a more
modern one, a detailed account was provided. The existence of the window
was first brought to writer's attention in 1959, when shown the cavity by
the goods checker, who had started service in 1919 at Wantage Road. The goods
deck side had been bricked in and access from the office side was by the
removal of a wooden shutter. This revealed a hole through the wall at 1 ft
wide x 2 ft high with a wooden surround. The fact that this was the original
booking point could be traced back to 1876, the year that a long departed
colleague of the checker started work also at this station. A new and much
larger goods office was built c.1910 at the eastern end of the shed. filling
in the other large arch similar to the one shown in the print. This building
was demolished in 1966, no trace remains.
Wantage Road Goods Shed. M.R. Romans.
See above. The arrangement of the window at Wantage Road, as described
above, is very similar to those found elsewhere. The layout of the office
in relation to the shed area is typical of GWR practice and goods sheds of
a similar arrangement existed, for example, at Challow and Henley-on- Thames.
The principal difference between buildings of the early pattern, size apart,
was the layout of arches for road cartage access and the internal arrangement
of the deck area. The writer possessed a poor picture of the interior of
Challow shed which distinctly shows daylight shining through the hatch opening
in a similar position to that at Wantage Road. An official drawing of Redruth
shed in Adrian Vaughan's GW Architecture (p. 353) clearly shows the
hatch in both plan and elevation. In this particular case the hatch is shown
as 2 ft wide and a small ledge/counter, for use by the clerk, is clearly
shown on the 'office side' of the opening. Hatches of this type were a common
feature of GW goods sheds and their existence was not, of itself, any indication
that they were ever used to book passengers. I am not aware if a further
hatch was provided in the office extension at the east end of the building
as I did not know it intimately. It is nice to see Mr. Castle's photo of
the shed; regrettably the only view I have of it is on a distant shot, as
a background to a photo of the down home signals, and even then it is partially
obscured by the youthful head of Mr. Editor Karau leaning out of another
window of the train from which the picture was taken.
From further research it appears fairly certain that there was never
any need for passengers to be booked at the goods shed at Wantage Road as
its opening for business in 1846 was contemporary to that of the station.
From information presently available,it appears that the road overbridge
(replacing a level crossing) was provided at the same time as or before the
station. When the station opened, passenger entry was effected at road level
through a booking hall and passengers then made their way down to platform
level, on the down side, via an internal staircase inside a 'typically Brunellian
Italianate tower'. This 'tower' also incorporated a staff residence and the
living room of that was, like the booking office, at road entry level.
More on liveries. David Jenkinson.
The main content of this letter is reproduced on the
Riddles page: notably Riddles' views
on black locomotive livery together with a note that Jenkinson has taped
interviews of conversations with Riddles. There is also a note on Jenkinson's
own preference for red. Further musings by DJ on
this topic in Issue 20 page 39
More on liveries. T.W. Wykes. 351
See article by Essery in Number 15 on Midland finish. Writer notes
that Ahron's Locomotive and train
working in the latter part of the nineteenth century states that
the 2183 to 2202 class of 4-4-0s probably shared the smokebox design of the
Johnson singles and had lagged smokeboxes which would be immune from scorching.
Writer queries David Jenkinson's assertion that the GWR and BR locomotive
greens were identical.
The LNER railcars in Scotland. K. Hoole.
See feature in Number 16 page 275: Sentinel Waggon
not Wagon, although error is perpetuated on LNER Carriage Diagrams.
Most of the bodies were built at Nottingham not Sheffield, although
final North Eastern Area cars were constructed in Birmingham. The first
6-cylinder car 2133 Nettle was taken into LNER stock on 5 May 1928.
The reason for the rearrangement of doors was to simplify the work for porters
as guards were not carried. Modification to toplight windows. Nettle was
transferred to Southern Scottish Area on 30 June 1928 not December.
Red & cream livery was introduced with Tally-Ho in January 1928.
The green & cream livery was introduced with Nettle and from 30
May 1930 this became the standard livery for all cars. The Clayton built
trailers could accommodate twelve standing passengers. The fomer NER shed
at Carlisle London Road was transferred to the Scottish Southern Area on
1 June 1925. The Scottish Area cars also hauled trailers and two were fitted
with coupling rods. C.S. Carter and A.A. MacLean
responded to this letter in Issue 20 p. 21.
A contractors query. Peter Truman.
See Number 14 page 218 (feature beginning page
216). The contractors, Lucas & Aird bought a large
number of locomotives from Manning Wardle & Co with the class K 0-6-0ST
predominating, plus some 0-4-0STs. All the 0-6-0STs had inside cylinders,
all the 0-4-0STs had outside cylinders.
Patterson Rutherford Collection. Brian J. Miller.
See letter by Brian Hart in Number 13: not all the collection went
to the NRM: at the time the writer held the South Wales section. The photographs
were taken by E.T. Miller of the Railway Club.
Fittleworth and BRJ No. 13 centre spread.
N.R. Holliday.
See Number 14: Fittleworth was planned in 1888, seven years after
the opening of the Chichester & Midhurst Railway. The original intermediate
stations were designed to accommodate passing loops: Singleton aptly had
several; Lavant rapidly had one added, but Cocking never received a loop.
Some of the eccentricities of Fittleworth reflect the possible future need
for a loop. See also Number 13: the picture also appeared in LNWR miscellany
Volume 1 wherein the locomotive is identified as No. 1487. Writer also identifies
the ownership of some of the company labelled wagons: including Corrall and
Co., and Coggins and Arthur.
McKenzie & Holland disc signals. G.F. Chadwick.
See article by R.D. Foster in Number 9: notes
similar signals used by NSR.
LMS 0-4-4Ts and headcodes. Charles Bayes.
See feature on Lemon 0-4-4Ts: notes that the wheelbase of this type
was different from MR 0-4-4T type, but was similar to that used by NSR. Also
notes letter by Phillips on headcodes used for auto-trains.
The Vale of Rheidol Light Railway: steam breakdown
cranes at Aberystwyth. Peter Tatlow.
Presumably C.C. Green's An illustrated history of the Vale of Rheidol
Light Railway (Wild Swan, 1986: Ottley 17536): Tatlow was critical
of the caption on page 196. The crane illustrated was not from Swindon, but
was an ex-LMS 30 ton Cowans Sheldon (Works No. 7523) built in 1943/4. At
that time it was based at Shrewsbury. Detailed drawings if this group of
cranes appeared in Model Railways, 1972 (October), 797-804.
Book Review. 352
Premier Portfolio No. 5. Crewe Works narrow gauge system. C.S.
Taylor. LNWR Society. AG.
"concise, readable history", but notes that booklet fails to record
18 inch gauge.
Banbury G.W.R. Part 2 — traffic and operation.
John Copsey. 355-71+
This was complex as there were through GWR trains from north of
Wolverhampton to London via High Wycombe, trains for London, via Oxford,
trains for South Wales via Kingham plus traffic off the Great Central (including
LNER) for Swindon, via Kingham, and for destinations "South of the Thames.
See also letter by W.D. Gee in Issue 20 p. 42
concerning LNER motive power for Hull to Banbury fish trains (B7 and B17).
Illus.: p. 354: Bulldog 3417 Lord Mildmay and 7810 Draycott Manor
of Newcastle to Swansea express on 22 July 1939; p. 355 Saint 2905 Lady
Macbeth with Shrewsbury to Paddington parcels train c1929; p. 356 early
engraving of both GWR (foreground) and LNWR stations with 2-2-2 leaving former;
p. 358 (poor quality repro) Queen class 2-2-2 leaving Banbury on down
fast c1895; p. 360 initial working to Princes Risborough on 1 July 1910 (class
517 on auto train); p. 363 5701 on transfer freight on 7 September 1929;
p. 365 6005 King George II passes near Banbury
with Paddington to Birkenhead train in May 1930:
letter in Issue 20 p. 42 from C. Bertram Mullinger
suggests later date.
Lost Ropley. Gerry Beale. 373.
Opened 2 October 1865 as intermediate station on Mid Hants Railway;
economies made in 1930s; closure under British Railways, but now part of
"preserved railway". Illus.: 700 class 30350 on freight on 2 June 1956 (J.H.
Aston) and T1 No. 8 on three-coach passenger train in immediate post-WW2
period (concrete sleepers for bullhead rails waiting installation). Topiary
perhaps indicates immediate pre-WW2 date.
Westerham station, engine shed and goods shed.
(illus.). Brian Hart. 374-5.
See letter in Number 5: train of assorted six-wheelers(?) with tank
engine and tender locomotive in shed
A Cambrian Journey in 1931. V.R. Webster.
376-82.
An early shed basher: Oswestry 26 July when Tanat Valley No. 1197
"valianty pulled out" five locomotives for photography (not reproduced herein)
(illus. shows shed on 6 August 1937 with 1197, 1196 and CR 4-4-0 No.
1043)
The 'Colliers' of the S & M. Roger Carpenter.
382
See also letter in Issue 24 (p. 219) from
C.R. Lester who actually used the passenger service prior
to its cessation in November 1933. He quotes from the Railway News
(full citation lacking, but in 1860s) on what happened to one of the bailiffs
sent in after the firm became bankrupt for the first time. Bailiffs were
required to travel on the limited number of trains and one found that his
coach had been detached at Kinnerley and he had to make the return journey
to Shrewsbury on foot. See also letter by Brian
Davis in Issue 20 page 42 which describes how writer saw Nos. 8108, 8182
and 8236 being hauled dead through Oxford in August 1950 and on 20 August
at Swindon waiting to be cut up.
The 'Jinty' that got away. John Dore-Dennis.
389
Book Review. 395
Past aspects — a miscellany of railway signalling. C.A.
King. Exeter West Group. RDF.
Well received.
Correspondence. 395-6.
Argus. P.W.J. Bishop.
See BRJ 17: page 344: see also
letters in Issue 20 from J. Armstrong and
M.R. Romans.
GWR timber-framed goods brake vans. R.G. Simmonds.
See BRJ 17:
Naming of 'Britannias'. Roy Bell.
See letter from David Jenkinson in BRJ 17: cites Eric Treacy's Steam
up as source of Britannia names and also suggests that Treacy reflecting
upon Neville Cardus may have been source of Peak names for diesel classes
44/45.
Coach lighting and LTSR trials. R.A. Hawkesford.
See BRJ 16:
Alston. J.B. Dawson.
See BRJ 13:
Appeals 396
Lemon (captioned Stanier) 0-4-4T No. 6409 at Watford
Junction. G.D. Hookham.
Perhaps somebody thought that Stanier had brought a 48XX anachronism
in his luggage.
Editorial. Paul Karau and Gerry Beale. 397.
Noted that George Dow had compiled first index, and that Andrew Dow
was to take over this task.
Smith, William H. The Coalport branch. 398-415;
436-40.
Opened by LNWR on 10 June 1861. Illus.: 0-6-2T Coal tank No. 7755
on two coach train at Coalport in 1948 (W.A. Camwell); Oakengates in 1930s
showing goods yard with Super D 0-8-0 and other locomotive (many of
sidings overgrown) (C.L. Mowat); also passenger station at same time with
level crossing gates closed; a motor lorry at Madeley Market in 1917 with
staff in flat caps; Malins Lee station in 1932 and in 1954 after closure
(deriliction is similar in both); gradient profile (you need strong legs
on a mountain bike); Dawley & Stirchley in 1932; Madeley Market station
after singling and in 1932; down (downhill) goods nearing Coalport on 14
April 1955 (J. Pritchett); following are of Coalport: coal tank on passenger
train and wshing on line on 19 July 1941 (R.E. Tustin); view across Severn
to goods yard with Coal engine and freight; Coalport Bridge (early cast iron
road); branch passenger train and two locomotives; station garden, view in
1932; LNWR 2-4-2T No. 6757 on branch passenger train in 1948 (W.A. Camwell);
camping coach entitled caravan coach; coal tank No. 58926 on 31 October 1950;
on 19 March 1955; Fowler 2-6-2T No. 40058 at Dawley & Stirchley on last
day of passenger services (31 May 1952); G2 0-8-0 No. 49276 at Stirchley
in August 1954.See also letter in Issue 20 (p. 38)
from J.H. Smout concerning motive power and engine crews post 1945, and
especially following transfer to Western Region.
Hart, Brian. Smeeth: a South Eastern wayside
[station]. 416-27.
East of Ashford: station opened in October 1852. Closed 3 January
1954: rich collection of photographs, some from Edwardian and SECR days;
wonderful centre spread (418-19) showing station entrance, freight being
unloaded onto horse-drawn vehicle in yard, station master and train steaming
into view; B1 class No. 1451 on down express in September 1937 (R.F. Roberts);
F. Wynder, S. Dryland, L. Wratten and C. Sharp of platelaying gang c1938;
No. 763 Sir Bors de Ganis on down Pullman express in 1930s; H class
No. 1521 with train for Maidstone East in September 1939; Station Master
N.R. Willes, signalman F. Shrimpton; views with snow in December 1939.
See also letter from R.A. Gillam in Issue 20 page
39 on working model watermill which used to decorate station...
Essery, R.J. and Toms, G. The Midland 'big goods'
and LMS standard class 4Fs. 428-35.
Design originated with two experimental 0-6-0s with "larger" boilers
in 1911: Nos. 3835 and 3836 The former was fitted with a Schmidt type of
superheater, and the latter with a Swindon doublepass superheater. The two
were tested against Class 3 saturated 0-6-0s between Toton and Brent between
24 June and 2 August 1912. No. 3835 was declared the winner and building
of the Fowler masterpiece did not terminate until 1941. The authors note
the faults in the ashpans and in the bearings, but they were considered to
steam well. Tender varieties are considered. Illus.: No. 3835 in MR livery;
No. 4130 with tail rod housings and in pre-1928 LMS livery probably at former
LNWR location; "Stanier" No. 4578 with early "Stanier" tender; N0. 4040 newly
built at Derby in 1936 with tall "Stanier" chimney and second-hand MR tender;
4562 with tall Stanier chimney and flat coupling rods on Derby shed on 7
November 1937; No. 3893 with tender cab (tender MR pattern) at Shipton on
14 August 1939; No. 4557 (ex-SDJR No. 57) with tail rods, capuchon on chimney
and MR tender passing Upwey Wishing Well Halt having brought SDJR excursion
into Weymouth; 4340 at Stockport in 1947; M4539 at Derby in June 1949; 43849
(MR tender lettered BRITISH RAILWAYS and short "Stanier" chimney; 43856 with
BR chimney and low dome at Gorton on 9 July 1964; 44244 with diagonal stripe
on cabside at Coalville depot on 15 September 1964. See Issue 20 page 39
for letters by R.J. Essey noting that national
treasure No. 4027 had been desecrated at Butterley by being painted in British
Railways livery; and from J.W. Sparrowe that
the bad engine design inherent in the 4Fs also extended to the Standard 7F
class 0-8-0 and to the Beyer Garratts where the boiler rested upon two 4F
chasses..
2006-12-04