Great Western Railway Journal Volume 10

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Number 73 (Winter 2010)

Chalfont station with auto train powered by No. 1472. M.G.C. Smith. front cover
On 3 September 1964.

Copsey, John. Passenger operations at Paddington station. Part 3. 2-31.
Previous part in prevous Volume page 422 et seq. Tables of arrivals and departures in 1933 subject of comment by Bill Crosbie-Hill on page 120. Illus.: Bank Holiday crowds on Platform 1, 1921: 2
No. 4004 Morning Star departing c1920: 3
Northern side looking West along London Street deviation: 4
Cross section of station c1920: 5
2-4-2T No. 3600 shunting milk empties in Goods Depot on 23 August 1922: 6 top left
Star approaching on 23 August 1922: 6 top right
No. 4047 Princess Louise on up Cornish Riviera on 23 August 1922: 6 middle left
No. 3815 County of Hants light engine on 23 August 1922: 6 middle right
No. 3815 County of Hants departing on 17.15 for Weymouth, etc on 23 August 1922: 6 bottom: see letter from John Lewis on page 120 who considers that non-corridor set was improbable for journey to Weymouth
Eastbourne Terrace and exterior of departure side in 1922: 7 upper
No. 4013 Knight of St. Patrick on 11.00 for Didcot on 23 April 1922: 7 lower
The Lawn on 13 November 1923: 8-9
Cornish Riviera (in chocolate & cream) at Platform No. 1 on 10 July 1922: note milk churns: 10 upper: see letter from John Lewis on page 120 who observes that dining car was not new
No. 4061 Glastonbury Abbey at head of Cornish Riviera (in chocolate & cream) on 10 July 1922: note milk churns: 10 lower
Bulldog 4-4-0 No. 3709 Quebec on Sunday 14 September 1924 with 11.45 Oxford express loaded to 13 vehicles: 11 upper
Bulldog 4-4-0 No. 3427 on down local on 7 February 1925: 11 lower see letter on page 120 from John Pearse who suggests might have been an arrival and spelling of Kensal Green
Metro tank No. 3565 on 25 August 1925: 12 top left
No. 4051 Princess Helena on 14.00 to Didcot on Sunday 9 September 1923: 12 top right
Metro tank No. 3570 c1926: 12 middle left
850 class No. 992 on pilot duties on Sunday 14 September 1924:  12 middle right
3232 Class 2-4-0 No. 3241 on Sunday 25 October 1925: 12 bottom
Duke class No. 3282 on arrival on 10 May 1925: 13
Plan, 1925:14
No. 4096 Highclere Castle on 28 August 1926: 15 upper
The Torbay Limited on 21 August 1926: 15 lower
Old Oak Common & Paddington track diagram c1928: 16-17
The Torbay Limited on Friday 8 October 1926: 18
Cab roads (2 views): 19
Metro tank No. 1420 leaving on down local on 30 April 1927: 20 top
850 Class No. 1903 outside Goods Depot in 1928: 20 middle left
2021 Class No. 2083 c1928: 20 middle right
2221 Class 4-4-2T No. 2247 c1930: 20 bottom
No. 6023 King Edward II departing Down Main c1931: 21
No. 5000 Launceston Castle backing out with Cheltenham Flyer on Monday 14 September 1932: 22
No. 4922 Enville Hall on 28 May 1933: 28 upper
No. 3803 County Cork approaching on a local train c1931: 28 lower
Colour light signals on 24 July 1933: 30
Rebuilding Bishop's Road station on 15 September 1933: 31

Crew change at Swindon. 32-3.
Castle No. 7012 Barry Castle on down main platform in mid 1950s: see further information from Alan C. Clothier in letter on page 174. and doubts about location from D.J. Tomkiss page 236.

Letters. 34
Paddington. John Minnis.
See previous parts of this series (in previous volume) where photographs were by T.F. Budden: page 375 upper  Rover class Bulkeley and page 375 lower No. 1119 (Queen class standard gauge and Rover on broad gauge); p. 424 1122 Beaconsfield (Queen class); p. 426 lower: Metro tank 2-4-0T No. 1451 at end of Platform 1 (at 17.00 on 18 April 1895; p. 427 No. 3029 White Horse at head of down local passenger train (taken 23 October 1894: Postcard Locomotive Publishing Co);
Paddington. R.V.J. Butt.
See previous Volume pp. 440-1: Platforms 4 and 5 well dressed crowd awaiting their train: suggests between 30 June and 3 July 1908 for Henley Royal Regatta when Pembroke College rowed against Eton
'42XX'. D. Walker.
See page 339 in previous volume: trips from Avonmouth to Severn Tunnel ran via Severn Beach & Cross Hands and contained two brake vans. In 1942 he saw three coal trains in the loop hauled by 42XX and 52XX. During WW2 72XX were used for banking at Westbury, sometimes in pairs.
'42XX'. Ray Caston.
See letter from Phil Marks on page 477 (V. 9): Working Timetable summer 1954 stated 42XX and 72XX prohibited above Penrhiwceiber probably due to limitation of bridges over River Cynon. Also observations on John Chadwick's account (page 450) of freight over Cotswolds and routing of iron ore traffic to South Wales 
Berks & Hants. D. Walker.
See letter from Bill Crosby-Hill in Issue 74 (p. 480): 15.26 Bristol to Reading via Trowbridge which set back into a bay platform. He used train in childhood and motive power provided by such odd locations as Stafford Road and Fishguard due to pooling in WW2. Notes on Hawkeridge chord. See further letter from Bill Crosbie-Hill on page 120 and from John Pearse (concerning Hawkeridge Chord)..
'Earls'. D. Asbury.
See letter in Issue 10 page 438 from Michael Hale on storage of Nos. 9013, 9017 and 9021 "at Abercynon" during winter of 1956/7: T.P. Dalton's Cambrian companionship shows 9021 in store at Moat Lane Junction and other two in storage at Aberystwyth. When Sam Pugh, supervisor at Aberyswyth retired he was replaced by men from Abercynon. 

Squibb, Peter.  An S & T lineman at Yeovil. 35-47.
The Bridport branch was worked with Webb and Thompson staff instruments and as the workings were unbalanced a weekly task for the Telegraph Lineman was to unlock the instrument at Maiden Newton and take out the surplus staffs and take them on the train to Bridport. A similar procedure was performed on the Tyers token instruments at Yeovil Pen Mill and Town. Battery maintenance was important: at Yeovil Pen Mill and South Junction lead acid batteries were trickle charged. Elsewhere Leclanché cells were used. Some ATC ramps were powered by wet cells, but most outlying sites were changed to dry cells. Mentions Spagnoletti (a fine tenor from Sardinian aristocracy) and his repeater circuits which were superior to the type used on the Southern Railway. Describes arrangements made for temporary single track working for bridge renewal on the Westbury to Weymouth line which involved installation of temporary signal boxes in remote locations. See also letters on page 83 from Richard Putley on Cash register type route indicator at Yeovil; also one at Worcester Shrub Hill, from Peter Squibb with some addenda and from Ray Caston concerning signal box at Sparkford & Yetminster, and on Southern Region tail lamp policy for fitted freights...

Matthews, Jack. The 2.45 p.m. Hayle to Drump Lane and return. 48-54.
Worked by a Penzance guard the 14.45 Hayle to Redruth Drump Lane freight served GwinearRaod, Camborne, Dolcoath milk siding. Train included an empty road-rail tank for Burton-on-Trent brewery.

Chalford autos. M.G.C. Smith (photographer). 55.
See also front and back covers. Brimscombe station on 12 September 1964 and inetrior of auto trailer

Crump, Bob. MSWJR 2-4-0s at Reading in the 1950s. 56-9.
Nos. 1334-6 based at Reading where they worked freight on Lambourn branch. They had standard No. 11 boilers and 17in x 24in cylinders. Lack of adhesion caused difficulties on the climb out of Newbury and drivers tended to break the speed limit to charge the bank. Illus. of 1335 and 1336 only. See also letter from Mike Barnsley on page 120 which notes that type worked the 08.15 from Newbury non-stop to Reading during the 1930s; minor details of footplates during their final period and work on rail tours during 1950s and possible Camwell film clips on video..

[Winter at Broadway]. George Bryant (photographer). 60.
Three photographs taken on 5 January 1963: 7908 Henshall Hall; WD No. 90448 and No. 6920 Barningham Hall.

Chalfont signal box with auto train. M.G.C. Smith. rear cover
On 12 September 1964.

No. 74 (Spring 2010)

Copsey, John. The '517' Class at work. Part 1. 62-80.
The first 517 Class design was for a saddle tank with a 13ft 7in wheelbase and 5ft coupled wheels with a total weight inservice of about 32 tonnes. Construction started at Wolverhampton in late 1867 and the first, No. 1060 entered traffic in April 1868. 59 further were manufactured in five lots over the next two years. The last six (Nos. 1106-1111) differed in having side tanks. From No. 1046 onwards the wheelbase was increased by either 1 or 13 inches. The Class was renumbered 517-576 in July 1870. Six further lots were manufactured between September 1873 and Febbruary 1878. These were: Nos. 826-849; 1154-1165; 202-205; 215-222; 1421-1444. The total of these lots was 72 and they differed from the earlier series in having a longer wheelbase (15 feet) and were about 3 tonnes heavier. Concluded page 122 et seq
Illustrations:
No. 517 as 0-4-2ST (saddle tank) in mid-1870s.62 top left
No, 556 as 0-4-2ST in 1870s. 62 top right
No. 202 with side tanks. 62 middle
No. 1421 showing Wolverhampton painting style. 62 bottom
Wolverhampton working diagrams and plan, 1867. 64-5
No. 834 with half cab and rear spectacle plate. 66 top
No. 836 with half cab and rear spectacle plate. 66 middle
No.840 with half cab and rear spectacle plate showing lining. 66 bottom
No. 1482 with half cab and rear spectacle plate and inside bearing on trailing wheels. 67 top
No. 1483 with half cab and rear spectacle plate and outsie bearing on trailing wheels. 67 middle
No. 1488 with half cab and rear spectacle plate and outsie bearing on trailing wheels. 67 bottom
Unidentified 517 Class at Solihull in late 1880s. 69 upper
No. 215 at Solihull probably in late 1880s/1890s. 69 lower
No. 538 at Suckley station probably with 17.15 Worcester to Leominster c1909. 70 upper
517 class leaving Bathampton with down local. 70 lower
Map showing 517 Class allocations in 1901. 71
Unidentified 517 Class climbing Narrow Ways Hill, Bristol with train which included LNWR coaches and GWR bogie clerestory and four-wheel four coach set c1914. 72 upper
No. 204 at Bristol Temple Meads c1902. 72 lower
Nos. 837 and 1475 at Birmingham Snow Hill on 22 April 1905, 73 upper
No. 1432 following rebuilding with new frames (15ft 6in wheelbase) and outside bearings to trailing wheels. 73 lower
No. 1433 in two different conditions: 74 upper shows with tank stiffening plates extended down below valance and with rear spectacle plate and inside bearings on trailing axle and 74 lower shows with outside frames over trailing wheels, different bunker, outside bearings on rear wheels: even toolbox in a different position. See also letter from D.J. Tomkiss on pp. 236/240: concerning location
No. 564 with enclosed cab and outside bearings on trailin wheels. 75
No. 516 at Leamington Spa with Stratford train c1911. 77 upper
No. 519 with top feed and half cab at Didcot on 27 December 1919, 77 lower
No. 1423 with enclosed cab, modernised bunker, full cab, outside bearings on training axle at Oswestry. 78
No. 518 with inside bearings on rear axle on auto train (trailer No. 86, painted in crimson lake or brown livery) probably working from Southall: locomotive may have shared trailer's livery. 79 upper
No. 518 with outside bearings on rear axle. 79 middle
No. 1159 at Truro on 7 November 1921 with Falmouth or Newquay (via Perranporth) train. 79 lower
No. 1476,with outside bearings on rear axle and top feed, at Bath station c1923. 80 upper
No. 1475 with Belpaire boiler, probably at Chester in 1922. 80 lower

Mudge, John. The making of a water crane supply pipe. 81-2.
The copper chimney-top gang in the K Shop at Swindon Works was responsible for manufacturing water supply pipes.Tje main pipe sections were made from steel and had to be shaped and joined by oxy-acetylene welding, although for some work arc welding was employed. The bag was made from leather, although rubber tubing was used. Illus. show crane at eastern end up side of Leamington Spa station; diagram (May 1957) of modification required for rubber bags.

Letters. 83;
Safety valve casings. Alan Wild.
See letter from Mike Lewis (Issue 71) and article by John Mudge (Issue 70). Accompanying photograph shows fireman handing driver safety valve bonnet which had fallen off No. 6990 Witherslack Hall whilst working 11.05 Weymouth to Birmingham on 11 July 1964. Writer what percentage of bonnets had a catellated joint. See also letter from Fred Jeanes on page 174 concerning damage and repair to No. 6000's safety valve casing in 1974..
An S & T linesman at Yeovil. Richard Putley
See Issue No. 73 page 35 for article by Peter Squibb. Cash register type route indicator at Yeovil; also one at Worcester Shrub Hill (see http://www.roscalen/signals...
An S & T linesman at Yeovil. Peter Squibb.
See Issue No. 73 page 35 for article by himself who notes that cash register indicator was no longer extant, that the lattice post GWR signal had also gone and that unidentied signalman on page 38 was Reg Trevett, his uncle!.
An S & T linesman at Yeovil. Ray Caston
See Issue No. 73 page 35 for article by Peter Squibb concerning signal box at Sparkford & Yetminster, and on Southern Region tail lamp policy for fitted freoghts....

Copsey, John and Turner, Chris Reading Central Goods Depot (Coley Branch). 84-117.
Constructed under Act of 4 August 1903 to serve the brewery owned by Messrs M. & G. Simonds and to relieve congestion at the depot on the main line. Detailed description of the line which commenced at a junction with the Berks & Hants line just short of Southcote Junction: the new line was approximately 1¼ miles long and required the demolition of some buildings, and the adaption of a building formerly owned by the Salvation Army. Spoil from works at Ealing was used to raise levels. The newly completed line was described in the GWR Magazine of June 1908 and the Reading Standard of 9 May 1908. In 1913 the Co-operative Wholesale Society took a lease on land to build a factory which opened in 1916 to manufacture foods (preserves, mainly jam). Baynes timber yard had opened in 1909. Traffic was heavy during WW1. Most of the shunting was performed by tender locomotives, initially by 2361 and 2301 classes. During WW2 LMS Class 2F (former Midland Railway) 0-6-0s were used. Tonnages of traffic handled are quoted; and the main traffics are considered in "boxes" towards the end of the article. These were petroleum (National Benzole and Regent Oil), coal (C. and G. Ayres was the main merchant); timber handled for Baynes, bananas for W.T. Vanderpump and incoming barley for Simonds brewery. The branch gradually declined, was singled, and closed in 1983.
Illustrations:
Map of branch as in 1920: inset plan of Central Goods Depot. 84
Agricultural buildings on future site of depot. 85 upper
Coley Junction freshly installed. 85 lower
Yard nearing completion. 86
Site plan: New Works Engineers Office, Paddington. 87
Alterations and additions to Yard Foreman's House (plans & elevations). 23 April 1909. 88
Salvation Army Hall elevations (front & rear) for modification works. 89
Coley Branch Goods Shed (ex-Salvation Army Hall): plan and side elevation 89-90.
Coley Branch Goods Shed: elevations of partially covered platform for loading/ unloading. 92-3
General view of yard looking towards goods shed with coal wharf and connection to Bear Wharf, steam traction engine. 94-5.
Co-operative Wholesale Society (CWS) factory which manufactured preserves, mainly jam: view of sidings after rail traffic had ceased; staff involved in handling onions for picking and bottling, and plan. 96-7
Berkeley Avenue bridge looking towards Baynes timber yard. 98.
Map (plan) of yard and sidings at Bear Wharf (Ordnance Survey 1932). 99.
Aerial view: April 1948. 100-1.
George Barker and Don Roberts in front of Regent Fordson tanker lorry. 102
Mobile crane with grab probably removing hard core from railway wagons. (R.K. Blencowe). 104 upper
GWR official photograph of motor lorry loaded with container taken on 24 May 1933. 104 lower
Mobile crane with grab (view from another angle and petroleum tank wagons, sheeted wagons in foreground presumably loaded with timber (R.K. Blencowe). 105 upper.
43XX No. 7318 with shunter's truck. 105 lower
Goods loading platform. 106 upper
Bill Purton's house and level crossing gates. 106 lower
County Lock with William George Purton, lock keeper. 107
Aerial view (1929) showing rail connection to brewery, Kennet Navigation. 108-9.
2F No. 3196 nearing Reading West with short freight off Coley branch in 1943 (M.W. Earley). 110.
Southcote Junction on 22 June 1919. 111 upper
Southcote Junction showing singled Coley branch. 111 lower
Singled Coley branch (R.K. Blencowe). 112 upper
Up fixed distant on approach to Southcote Junction (M.W. Earley). 112 lower.
No. 2245 shunting near Berkeley Avenue bridge. 114
branch train passing Southcote Junction in its final years. 115
Southcote Junction signal box interior in 1956. 116.
Star class No. 4062 Malmesbury Abbey with Hawksworth tender. 117 upper: see letter from Eric Youldon page 174 and from D.J. Tomkiss page 236
Southcote Junction signal box exterior in 1959. 117 lower

Black Rock Halt. M.G.C. Smith. 118-19.
Colour photo-feature all pictures taken on 7 July 1960 near Black Rock Halt: No. 5540 on down service to Pwllheli ; 5565 on another down service on same day; 6306 on an up service.

Letters. 120.
Ex-MSWJR 2-4-0s. Mike Barnsley.
See page 56: notes that type worked the 08.15 from Newbury non-stop to Reading during the 1930s; minor details of footplates during their final period and work on rail tours during 1950s and possible Camwell film clips on video..
Paddington. John Lewis.
See picture page 6 bottom: considers that non-corridor set was improbable for journey to Weymouth; and comment on pictures on page 10 (notably upper) noting that although livery was restored that dining car was not new, and mention of milk churns.
Paddington. John Pearse.
See page 11 lower: suggests that train might have been an arrival and spelling of Kensal not Kensall Green; and letter from D. Walker on page 34 concerning Hawkeridge Chord and possible dispute between GWR and War Office over its use.
Paddington. Bill-Crosbie-Hill.
See page 2 et seq: tables of arrivals and departures in 1933 subject of comment  notably fast timing from Westbury to Reading demanded from Bulldog class on 11.45 from Weymouth
Bristol to Reading via Trowbridge. Bill-Crosbie-Hill.
See letter from D. Walker on page 34
London Division coaches. Geoff Brown.
See letter from Chris Forem on page 480 of previous volume: Hawksworth not Collett coach within Class 118 DMU set.

Standard Class 3 2-6-2T No. 82009 on freight train near Gogarth Halt in July 1962. M.G.C. Smith.  rear cover

Issue No. 75 (Summer 2010)

Copsey, John. The '517' class at work  Part 2. 122-45.
Began page 62
Illus.: No. 544 (auto-fitted and raised round-top firebox) 123
detailed working drawings (elevation and plan);  124-5
No. 571 at Lostwithiel on 14.50 to Fowey on 16 April 1927 (P.J.T. Reid); 127u
No. 563 (No. 568 see letter page 236 from D.G. Jones) at Severn Tunnel Junction  possibly on 12.05 to Newport; 127l
No. 1474 at Wolverhampton Stafford Road under repair on 3 March 1929 128u
No. 542 at Evershot with Yeovil to Weymouth auto train in September 1929. 128 middle
No. 522 taking water at Brecon on 11 May 1929: see letter from.Glyn Williams on page 236.. 128 bottom
No. 526 with "Clifton Down auto set" at Reading on 23 August 1930. 129 upper
No. 1469 at Wallingford in 1929. 129 middle
No. 1473 Fair Rosamund in Oxford in 1938. 129 bottom
No. 1424 at Leamington. 130
No. 524 at Banbury. 131 upper
No. 571 on Swindon shed in August 1930. 131 middle
No. 1428 at Dauntsey with train of four-wheel stock for Malmesbury in 1930. 131 lower
No. 525 at Croes Newydd on 19 April 1931. 132u
No. 1164 at Oswestry in 1930s (R.S. Carpenter). 132m
No. 1471 at Newport Ebbw c1930. 132l
No. 1431 at Exeter St Davids on 24 August 1930. 133u.
No. 1162 at Exeter St Davids c1931. 133m.
No. 1164 on Exeter shed on 24 August 1930 (H.F. Wheeler). 133l
No. 1482 inside Croes Newydd shed c1933. 134.
No. 1436 at Swindon station on 24 April 1932. 135u.
No. 217 at Swindon station on Sunday 12 June 1932 with Tetbury service. (H.F. Wheeler). 133m. No. 569 withdrawn at Swindon on 21 May 1933. 135l
No. 829 at Gloucester station on 11 August 1932. (L.E. Copeland). 136u
No. 1444 at Chippenham station with No. 4946 Moseley Hall on 9 June 1930. (H.C. Casserley). 136l
No. 1477 at Uffington with Faringdon branch train on 23 June 1934. (E.M. Butterfield), 137.
No. 571 at Swindon shed on 3 March 1935 (H.F. Wheeler). 138u
No. 834 at Worcester on 6 September 1932. 138m
No. 217 inside Swindon shed on 25 June 1933. (V.R. Webster), 138l
No. 558 at Swindon Works in Autumn 1932. (H.F. Wheeler). 139
No. 1435 inside Swindon Works on 17 November 1935, 140.
No. 1482 at Oswestry with Gobowen train on 7 May 1935. (R.S. Capenter). 141u
No. 216 at Wallingford in September 1936. (J.C. Dewing). 141l
No. 1164 at Swindon Works on n2 June 1935. 142u7
No. 835 on Swindon dump in March 1935. 142m
No. 1487 being scrapped on 16 August 1936. (H.C. Casserley). 142l
No. 1436 inside Swindon shed on 13 November 1938, 143u
No. 848 at Oswestry on 23 August 1938, (V.R. Webster). 143l
No. 1161 at Swindon on 4 May 1946. (H.C. Casserley). 144u
No. 1442 at Wolverhampton Works in September 1935. 144m
No. 1163 at Weymouth shed on 13 August 1939, 144l
No, 1159 (last survivor) at Woodstock; on Oxford shed on 30 July 1939; and at Woodstock in 1947. 145.

Great Western countryside [Widecombe-in-the-Moor]. 146.
From GWR Magazine of 1928.

Chadwick,  John.  A start on the railway. 147-9.
Left Nuffield Exports to begin as an engine cleaner at Oxford shed. Progressed to fireman, but after service in the RAF and several years on the footplate returned to Nuffield Exports.

Crump, Bob. Callboy memories. 149.
A callboy at Pontypool Road locomotive depot during WW2 blackout. Problems encountered included apprehension by the local policemen for failure to provide adequate or excessive illumination for the bicycle used as transport and teh failure by those knocked up who fell asleep again.

Southcote Junction Pumping Station. 149-50.

Crosbie-Hill, Bill. Shunting at Devizes in 1943. 152-65.
It is difficult to believe that a town as significant as Devizes is railwayless, but it is, although apologists would point towards the facilities at Westbury and Patney. In 1943 the town was served by the original branch line from Holt which had been extended in tunnel under the Castle when the Berks and Hants Extension opened. Freight continued to arrive up the 1 in 52 gradient from Holt unless a banker was not available when it arrived via Lavington and Patney. The goods yard had been modified in 1908. During WW2 the population had expended from 7000 to 20,000 and this increase had put pressure on the system especially as shunting was "quite a complex affair" and involved using the siggle track tunnel as a headshunt. The Working Timetable of 1953 contained several instructions. 0-6-0PT Nos. 3735 and 7764 were regular motive power. Cites Nigel S.M. Bray's A Wiltshire railway remembered: the Devizes branch. Chippenham: Picton, 1984. 92pp. Illus.: staff on Boxing Day 1944, station c1954 viewed from the west, oil terminal, goods shed (originally broad gauge: several illustrations); Star No. 4043 Prince Henry arriving on 11.22 from Bristol Temple Meads in 1940 (D. Seaton); LMS 2F No. 3603 (D. Seaton). Further pensées from the author on page 236.

Christensen, Mike. The standard load and structure gauge of the GWR. 166-73.
Loading gauges. Specific restrictions for the Aberdovey tunnels.

Letters . 174 et seq
'Coley goods'. Eric Youldon
See page 117 upper (photograph of Star class No. 4062): it was partnered with a Hawksworth tender for three separate periods. No. 3058 also ran with this type of tender from June 1949 until withdrawn.
Safety valves. Fred Jeanes.
See article by John Mudge (Issue 70) and letter from Alan Wild on page 83 :concerns damage to No. 6000's safety valve casing near Cwmbran by it striking an overbridge and its subsequent repair at Swindon in 1974..
Safety valves. Edgar Brown.
See article by John Mudge (Issue 70) similar castellated brazed joints were used in French horns and in copper tops of Swindon double chimneys.
Safety valves. John Mudge.
See article by John Mudge (Issue 70) stresses that castellated joints not used during his working time at Swindon..
'King' trial – Ebbw Vale. Colin Roberts.
See page 356 (Issue 70) letter by Allan Pym). Reproduction of letter published by letter writer in Railway Observer in April 1977 and based upon discarded report found at Swindon Works. Nos. 6003 and 6007 were used on tests on 10 April 1938 between Rogerstone and Ebbw Vale hauling 926 tons and with No. 6007 acting as banker 1254 tons. Although the rail was dry slipping occurred, especially when starting. Boiler pressure was maintained on No. 6003, but fell on the banker which was being worked on full regulator and 50% cut off. See also letter from D.G. Coakham on page 236...
Crew change at Swindon. Alan C. Clothier. 174/177
See page 32: problems with Hawksworth tender: not so self-trimming as previous design; draughty, water poured into cab at water troughs. Also suggests why locomotive might have been where it was in picture.
Cold storage depots on the GWR. Reg Instone. 177
References to cold storage depots at Tilehurst (Scours Lane), Kennington and Crewe. Two large cold storage depots at either Avonmouth or Cardiff and at Aintree. Five further approximately half the size including one at Gresty Green. 40 further smaller depots of standard design including Harlescott Lane, Shrewsbury; Kennington, Wells, Hermitage, Banbury, Warwick, Stratford on Avon, Stourport, Llantaranam, and Hereford. Food distribution: Strategic value in WW2. Railway sidings associated with depots. See also letter from D.J. Tomkiss pp. 236/240.
GWR 42XX class 2-8-0T locomotives. R.S. Markes.
See page 339 et seq in previous Volume: cites Colin Jacks' Drawn by steam — memories of a Tyseley locoman (title corrected via BLPC) for 42XX banking bunker-first at Ledbury
GWR 42XX class 2-8-0T locomotives. D.J. Tomkiss. 180.
See page 339 et seq in previous Volume: photograaph of No. 7201 at Crumlin High Level on 27 May 1956. No. 7221 on fitted E class freight of iron ore tipplers.
GWR 42XX class 2-8-0T locomotives. R.S. Markes.
See page 339 et seq in previous Volume: cites >M.R.C. Price The Llanelly & Mynydd Mawr Railway (Oakwood Press) (BLPC modified): railway reconstructed to accommodate 42XX class to work anthracite traffic from Cynheidre colliery. In due course Class 37 diesels used but colliery closed on 24 March 1989.
GWR 42XX class 2-8-0T locomotives. S. Lewis
Position of rear vacuum brake pipes varied being to left or right of coupling.
Articulated ML sets. Andrew Fiderkiewicz
See Issue 72 page 470: location was Exeter Riverside yard. Note the different positions of the balance weights on Nos. 2207 (page 470) and 2254 (page 449)

Oxford cross-country traffic in the 1960s. M.G.C. Smith (phot.). 178-9.
Colour photo-feature photogrphs taken 10 August 1963: No. 6831 Bearley Grange on northbound special; rebuilt West Country No. 34042 Dorchester on northbound Pines Express having arrived from Bournemouth and train taken forward by  No. 6923 Croxteth Hall.

Interior of goods shed at Devizes. P. Strong

Former Super Saloon as W9112 at Old Oak Common on 8 March 1964. M.G.C. Smith. rear cover
Formerly Queen Mary: in chocolate & cream livery. See also letter from Peter Chatman on page 236..

Issue No. 76 (Autumn 2010)

Gloucester Central station with 41XX 2-6-2Ts Nos. 4109 and 4130 on 19 October 1963. M.G.C. Smith. front cover

Copsey, John. Passenger Operations at Paddington Station. Part 4. 182-203.
The 1930s: much of the story is told through photographs taken by or for the Great Western Railway although some aspects are only covered in the text, notably the arrival of the Post Office tube to handle Royal Mail and the evacuation at the beginning of WW2. The illustrations:
platform extensions using pre-cast concrete blocks: plaforms 6 and 7: 5 June 1931. 182 top
building Arrival signal box: 1 March 1932. 182 lower
No. 6010 King Charles I arriving passing platform building work. 183
Departure signal box and colour light signals. 184
interior Arrival signal box: November 1933. 185 top
Arrival signal box with sun blinds extended. 185 bottom
Lawn area on 15 September 1933 with Whiteley's timetable clock. 186 (2 views)
Plan of The Lawn, refreshment rooms, entrance to hotel. 187
Plan of whole station c1936. 188
Roofscape on 30 April 1937. 189 top
Suburban station on 20 April 1935. 189 bottom
Platform 15 looking east on 11 September 1936. 190
Roofscape on 30 April 1935 showing platform extensions. 191 top
No. 2944 Highnam Court arriving 30 July 1933. 191 bottom
Parcels Receiving Depot on 25 January 1935. 192
Paddington Parcels viewed across throat. 193 top
Interior Parcels Depot with motor lorry B1358. 193 bottom
Table summerising platform arrivals and departures: Summer 1935. 194
Departure indicator on the Lawn May 1937. 195
Platform 1 with Cornish Riviera waiting departure in June 1935. 196
2221 4-4-2T No. 2246 arriving on up fast on 30 July 1935. 197 top
No. 4065 Evesham Abbey on arrival in Platform 10 on 6 May 1935. 197 bottom
No. 4933 Himley Hall arriving on 11.53 fast from Reading on 20 March 1937. 198 upper
43XX No. 6388 on carriage pilot duty on 20 August 1938. 198 lower
Castle No. 5050 Earl of St. Germans backing out on 16 April 1938. 199 top
Arrival signal box following fire in 25 November 1938. 199 bottom
No. 5003 Lulworth Castle on 22.10 Paddingon to Penzance Postal in January 1939. 200
Star class No. 4022 Belgian Monarch on 22.15  restaurant car express for Weymouth Quay for 02.30 Channel Islands sailing. 201 upper
No. 6108 on 22.00 for Bourne End. 201 lower
No. 6119 with 19.30 fast for Windsor in May 1939. 203 upper
Refreshment trolley on 15 February 1939. 203 lower.

In close up. Maurice Earley. 204
Castle class cylinders with mechanical lubricator.

Ettle, Keith. A Sunday jolly at Dainton. 205-11.
On the Sunday 7 May 1939 Capt. F.H.G. Layland-Barratt, who lived at Torquay Manor, Captain W.L. Sparkes and W.F.P. Kelly went on a photographic expedition to Dainton Summit and took photographs of themselves and King and Castle hauled trains and a picture of two of the party with motor car (1937 Bentley) in a drive overlooking Torbay: the photographs:
Entrance to tunnel. 205 left.
Photographers at Dainton up starter. 205 right
Train hauled No. 6004 King George III. 206 iop; passing group middle and departing 207
Telephone box to signal box. 206 middle
No. 5014 Goodrich Castle on up train approaching, passing and entering tunnel. 208-9
View from top of tunnel looking west on 22 May 1955. (J.H. Moss). 211 upper
Two of party wirh Bentley in drive at Goodrington? 211 lower
There is also a track diagram from the signal box and regulations for handling freight over the severe gradients

Lewis, John. GWR horse traffic and horseboxes. Part 1. 212-23.
Much interesting information relating to the operation of horseboxes (and to an extent other four-wheel vehicles on express trains). Charges for the transport of horses, singly or in multiple; transfer costs to other railways; problem of Westinghouse brake requirements, mainly on Great Eastern Railway and Great Eastern Section LNER. During WW2 there were several derailments involving an LNER fish van and two GWR horseboxes. This led to a Committee organized under Hall (CME's departmenr, Pencock, Traffic department and Hookson, Chief Engineer's Dept) who commissioned Scholes, Ell and Hancock of the CME's Dept and Hutt of the Chief Engineer's Dept) to perform tests and make recommendations. The tests showed up violent rolling between Puxton and Yatton, and three further derailments were experienced in service. The results and recommendations were summaried in a letter from Quartermaine to his opposite number on the LMS: W.K. Wallace (one of the new derailmenrs involved an LMS vehicle). Longer wheelbase and stronger suspension were recommended,

Turner, Chris. Carriage & Wagon Department electrician's mate. 226-32
Roy Pembroke and Fred Lyles worked under supervisor Charlie Jones at Reading both on routine checking and to respond to faults in service (sometimes they would have to travel with the defective vehicle). Routime maintenance included replacing light bulbs, tightening dynamo belts, checking inter-coach connections and topping up batteries with distlled water, Illus.: Electricians' cabin at Reading, dynamo and belt, battery, brake compartment of 70ft brake third showing lighting master switch, Railcar No. 1 with auto trailer.

Crump, Bob. Firing engines with sloping grates. 233-6.
Included 53XX class. Notes how slipping whilst in motion could be stopped by turning on injector. Taff Vale A class at Pontypool Road were poor steamers.. Illus. cab fittings of 43XX class with key.

Letters. 236.
Super Saloon. Peter Chatman
See Issue No. 75 rear cover: Super Saloon 9112 shown was purchased for preservation in September 1967 (photograph taken 1964). Located initially at the Great Western Society's depot at Taplow, it was moved to the Society's Didcot depot in November 1967. Its restoration both internally and externally was completed in 1975, and with its name Queen Mary reinstated, it saw further main line use as part of the Society's Vintage Train until operations ceased in 1980. It can be seen at Didcot, together with two other preserved Super Saloons Nos. 9113 Prince of Wales and 9118 Princess Elizabeth. 9113 is presently undergoing a major overhaul and 9118 (rebuilt in 1935 with a kitchen facility) is in restored condition.
Shunting at Devizes. Bill Crosbie-Hill
See page 152: regarding author's memory of the up goods train worked by an LMS 0-6-0 as being 'something to do with the war' has caused him to contemplate the following. The War Department (WD) sidings at Hawkeridge were situated on the up side of the GWR line between Westbury and Trowbridge. Any train leaving these sidings bound for the Berks & Hants line only had an uninterrupted run via Devizes. Hence the unusual routeing for a Westbury engine. The destination was almost certainly the reception sidings at Thatcham (WD) where outgoing vans and wagons could be readily picked up for the return trip to Hawkeridge. This would have been made tender first via Lavington and Westbury. The 0-6-0 would have needed a stop for water at Savernake Low Level, but otherwise had a clear run. Douglas Seaton, who photographed this train on more than one occasion, may not have 'twigged' its place in the war effort. His son Clive said the family were always surprised he got away with taking shots of passing trains in wartime. In the case of this particular train, he was certainly pushing his luck!
Ebbw Vale Trial. D.G. Coakham
See letter from Colin Roberts on page 174: regarding the trial of Kings on the Ebbw Vale ore trains: writer remebered a brief account in Railway Magazine for July 1938 which stated "presumably a new locomotive design is in contemplation for this service based on 'King' dimensions", but WW2 intervened, and not until the RCTS series on GWR Locomotives included the drawing of its proposed 2-10-2 tank engine did we see what had been missed. The appearance of BR standard Class 9s on Ebbw Vale ore trains was a clear indication of a genuine need for such loco power. Few photographs have appeared, but on one journey by DMU from Newport to Ebbw Vale several 2-10-0s were seen at work all the way up the valley; in one case at least there was a 'nine' at each end and in another they were double-heading an ore train. Going back to the 1938 trials, writer heard deprecatory comments on the amount of slipping that took place - in the circumstances whatcould be expected from an express engine with 6ft 6in coupled wheels?
'517' Class. Glyn Williams
See picturte on page 128 bottom photograph of No. 522 at Brecon: G.H.W. Clifford photographed the engine on a down train at Builth Road low level station on the Mid Wales line. L&GRP No. 4034 shows the same engine at the same place though on a different occasion: wonders whether these engines worked over the entire length of the branch or if they were restricted to its southern end, working between Builth Road/Builth and Brecon.
'517' Class. D.G. Jones
See lower photograph on page 127. The numeral 3 on GWR cast plates always terminated in a top horizontal bar (as in the numerals 5 and 7). Despite appearances, the locomotive shown at Newport High Street station is therefore No. 568. According to the relevant RCTS publication, No. 568 was auto-fitted from June 1927 until withdrawal in March 1932.
GWRJs 73, 74 & 75 . D.J. Tomkiss. 236; 240.
See issue No. 74 page 74, the lower photograph, the locomotive is standing on inside-keyed track at an island platform with distinctive stanchions and barge boards and the building thereon has horizontal boarding: all Barry Railway features. In front of the headlamp is a notice board headed Barry Railway. Can the location and date of this photograph be identified? The only Barry Railway stations with island platforms at the pre-group were Cadoxton, Barry Docks and Barry.
See Page 117 upper photograph. It appears that the last three Star class in service had a full house of tenders. Here is 4062 with a Hawksworth, 4061 had a 4000 gallon Collett, while 4056 had the original 3500 gallon type. Incidentally, train 205 was the 12.00 Penzance-Crewe, so this Swindon-based engine has got about a bit.
Further to the correspondence on the afternoon Bristol-Reading via Trowbridge, this train does not appear in the GWR timetable for October 6th 1947 and UFN. Instead there is the 14.38 Bristol-Reading (arrive 18.00) via the Bradford Junction's north curve. There were no direct trains from Bristol to Trowbridge between 12.45 and 16.32, during which period there were two options via Radstock and change at Frome!
The photograph of 7012 at Swindon (GWRJ No. 73, p. 32/33) surely this is either the 13.55 down, due Swindon 15.33-15.35, or the 13.50 SO due 15.25-15.28, both for West Wales with reversal at Swansea? But, is it Swindon? What are domestic houses doing there? Where are the reception roads for the wagon works, the strip of waste ground, the fitting and machine shop No. 15? Beyond the locomotive there should be 12 tracks and the up platform end with the west end bays in it which extended further west than the down platform. Can anyone explain?
Concerning Reg Instone's letter on cold stores (Issue 75 page 177),: near Llantrisant on the Mwyndy to Pontypridd branch. Situated south-east of Cowbridge Road Crossing on what is now the A4222, it was connected to the branch at New Park Ground Frame, 31 chains east of Mwyndy Junction. The connection was brought into use in July 1943 for the Ministry of War on behalf of the Ministry of Food. The single connection split into two sidings on the one side of the building, becoming one just before their end and with a crossover about halfway along. The siding was transferred in September 1953 to the Wales and Monmouthshire Industrial Estates Ltd. and was disconnected in May 1966. The building appears in the background of a photograph on page 66 of The Ely Valley Railway by Colin Chapman, Oakwood Press LP 215.

Gloucester Central. M.G.C. Smith (phot.). 238-9.
Colour photo-feature: No. 1455 in Chalford bay with morning service to Chalford 0n 19 October 1963 and No. 6381 on 19 October 1963 — light engine and on service to Hereford?

No. 1440 propelling auto coach on southern approach to Gloucester in September 1963. M.G.C. Smith. rear cover