LMS Journal (Number 21- on)
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Toton Marshalling Yard further information. 2-7.
See also LMS Journal No. 16 page
3. Toton Central: modern looking, even had central heating,
but antiquated manual lever frame: compare Byles.. Illus.:
exterior; manual lever frame (radiators visible p. 3); locking room: view
from Stapleford & Sandiacre signal box looking north and New Bank sidings;
West Yard with coal trains sorted by coal type (slack for power stations;
good quality for domestic use?) and carriage & wagon works; superior
LNER brake van (shades for side lights could be changed from within van,
and there was no need to go onto verandah); signal box coal fire with kettle
and mugs.
Jackson, Jim..The Fowler 2-6-4 tank engine: a phenomenal
machine. 8-11.
Reports of high speeds being attained on the Watford to Euston
outer-suburban services in the Railway Magazine eventually led to
the imposition of a 70 mile/h speed limit on the class. Author considers
that the Fowler type had the edge over the later 2-6-4Ts in terms of performance.
Also evidence of very fast running by member of the class when one took over
working The Yorkshireman from a failed Jubilee near Luton in 1939
and ran very rapidly with the express inot St Pancras.
Atkins, Philip. The Tilbury 'Baltics' and their
consequences, 1910-1970. 12-21.
The Whitelegg 4-6-4Ts were ordered before the Midland Railway took
over the LTSR and were banned from entering Fenchurch Street by the Great
Eastern Railway which owned the terminus and its approaches: the 4-6-4Ts
were enormous by GER standards. Kenneth Leach attended the acceptance trials
when 94 mile/h was attained. The Midland Railway sought to sell the locomotives
and The Locomotive Magazine for 1914, January reported that No. 2107
ran from Bristol to Reading on 6 December 1913 and thence to London Bridge
over the SECR via Redhill. Thus the MR was faced with designing an acceptable
replacement and Derby schemed a 2-6-2T and subsequently a 2-6-4T with 6ft
3in coupled wheels, the G8AS boiler (schemed by Jock Henderson) and 21 x
28in cylinders akin to those adopted on the Somerset & Dorset 2-8-0s.
When James Clayton left Derby for Ashford he probably took the 2-6-4T drawings
with him. At Ashford the 2-6-4T (K class) and a corresponding 2-6-0 design
(N class) were worked out by W. Hooley and these incorporated taper boilers
with high degree superheating and long-lap/long-travel Walschaerts valve
gear. One 2-6-0 (N1) and one 2-6-4T (K1) were built with
Holcroft's form of derived motion and three cylinders. Five of the production
3-6-0s had their frames slotted at Derby Works The accident at Sevenoaks
led to the K (River) class being withdrawn and converted to 2-6-0s.Some of
the material from the withdrawn 2-6-4Ts was incorporated into a powerful
three-cylinder freight 2-6-4T locomotive (W Class) introduced in 1932: these
were frequently seen in Willesden Yards. Further 2-6-0s with 6ft diameter
driving wheels (including a three-cylinder version) followed. Includes
locomotoves constructed at Woolwich Arsenal: some were purchased by the Southern
Railway, but others went to the Midland & Great Western Railway/Great
Southern Railways in Ireland, and some were assembled by Armstrong Whitworg
as two-cylinder 2-6-4Ts for the Metropolitan Railway. One might have become
part of LMS stock as the Maryport & Carlisle Railway considered acquiring
a single locomotive from Woolwich.
On 12 July 1926 Jock Campbell produced a preliminary diagram (RS-629) for
a 2-6-4T at Derby: This design shared the G8AS boiler of the earlier
design, but the cylinders were smaller (19 x 26in) and the coupled wheels
were 5ft 9in rather than 6ft 3in. They were banned from the Tilbury section,
and it was only the three-cylinder Stanier 2-6-4Ts which were allowed into
Fenchurch Street (presumably due to the reduced hammer blow, although Atkins
does not mention this). This was followed by a Stanier two-cylinder version
and by what is known as the "Fairburn" version with a shorter coupled wheelbase.
A proposed version of 1940 would have incorporated more radical changes,
but was not constructed due to WW2. The Fairburn version was built after
Nationalisation for the Southern Region at Brighton Works. The British Railways
Standard Class 2-6-4T was similar in many respects to the proposed version
of 1940. There were suggestions for 2-6-0 versions of the LMS tank engines,
but only the W class 2-6-0 constructed for the NCC could trace its ancestry
to the LMS 2-6-4T. This was followed by the WT 2-6-4T schemed at Derby by
F.G. Carrier. These retained parallel boilers, but anticipated some features
of the Standard 2-6-4Ts. Some were delivered after the Ulster Transport Authority
had been foremd and there was some fear that their supply might be contrary
to the restrictions placed on British railway workshops supplying locomotives
to other railways....
The Great Northern and London and North Western Joint
Committee [notice]. 21.
"Trespass notice" (presumably cast iron) held at Kidderminster Railway
Museum. Picture submitted Michael Dunn: see also
Issue 16 page 38.
Warburton, L.G. LMS Signals No. 19 – Barking to Upminster widening.
22-7.
Opened on 12 September 1932 this was, and now has been for many years,
a separate railway, although as built is was capable of carrying diverted
steam services, and had to be capable of accommodating the movement of steam
hauled trains at several points. Even as constructed it was essentially an
extension of London Transport District Line services over lines signalled
in a unique manner with colour light signalling (for the electrified tracks
only) with marker lights. The equipment was supplied by the British Railway
Signal Company with which A.F. Bound had been associated. Also includes brief
details of signalling over the LNER entrance to Fenchurch Street station
from Gas Factory Junction. This used four aspect colour light signalling:
this came into service on 14 April 1935. Notes on payments by the LMS to
the LNER for the use of Fenchurch Street, and by the LNER to the LMS for
access to Broad Street, and how the latter would have increased in the event
of electrification.
LMS times. 28-31.
Book reviews. 31.
Midland Railway locomotive valve gear. 32-3
Miles, Keith. Let there be light. 34-40.
Twells, Nelson. The 1939 LMS Programme for Run-About Tickets in Scotland
& the Borders with a brief summary of special ticketing arrangements
in the pre-LMS era. 42-51.
Hunt, David and Essery, Bob. The Lickey Incline,
its locomotives and operation. Part 3 – The later bankers. 52-62.
The 0-10-0, sometimes known as Big Bertha (the origins of the
nickname are fully examined in a footnote), is fully examined, but before
it was constructed a wide range of alternatives were examined. These included
DS1653, a 2-10-0T (not illustrated); DS1677, a 2-6-6-2T Garratt (side elevation);
DS1703, a 2-6-6-2T Garratt (side elevation); DS1737, a 0-6-6-0BT (side
elevation). An 0-10-0T (DS1543) was also considered. Some of the proposed
designs included taper boilers. The eventual banker was a tender locomotive
aand the reason for the move away from a tank engine design is
explored.
Miles, Keith. Time on! 63-4.
In 1840 Captain Basil Hall RN proposed that all Post Office clocks
should maintain London time by means of chronometers carried by mail coaches.
In the same year the Great Western Railway also adopted London time.From
its inception in 1848 the Irish Mail conveyed a chronometer to Holyhead and
the time was given to mail boat for Kingstown. Notes that the history of
the Irish Mail was featured in ERO 53587, a Railway Executive
publication.
Rowland, Don. By the book: fitted freight stock working. Part 2.
65-70.
The Midland Railway Society. 70-1
Miles, Keith. Trial by diesel. 72-6.
The survival of steam working on the Glasgow Central Railway enabled
some still living to sample travel conditions into the early 1960s which
had ended in London early in the 20th century. It was not uncommon for the
entrances to the Low Level platforms at Glasgow Central to be enveloped in
billowing smoke into which the paying customers were expected to descend.
Miles quotes Hamilton Ellis in a 1938
Railway Magazine article (82, 29) as being a 'sombre,
sulphurous and Plutonian'. Two H.C. Casserley photographs taken at Glasgow
Central Low Level on 21 April 1952 and 10 May 1955 give a fair indication
of what conditions were like when visibility was good. Surprisingly, the
LMS appeared to be aware of the hazards and in January 1935 evaluated the
Hawthorn Leslie/English Electric demonstrator diesel electric shunting locomotive
for service on the line and during tests on Sundays 13 and 20 the diesel
fumes were analysed by the Companny's Medical Officer, Chemist and by the
Glasgow Corporation Analyst and compared with those on a normal steam day
(the intervening Tuesday). Plans were drawn up for diesel electric locomotives
to be based at Dawsholm mpd, but were not implemented. The line was closed,
but reopened as the Argyle Line in 1979 with electric traction. The demonstrator
locomotive was highly influential and led to the adoption of the type for
shunting on the LMS. Illus.: No. 7079 the demonstrator as taken into LMS
stock at Crewe South in August 1936.
Gilmour, Edwyn. A problem at Leigh Station House in the summer of
1931. 78-80.
Reproduction of letter rubber-stamped C.R. Byrom to Station Master
at Middlewood for High Lane recording his promotion to Class 4 at Leigh (NS)
dated 10 April 1931. Also pictures of Leigh (north Staffordshire) station
and of Edwyn Wilfred Gilmour much later in his career when promoted to
stationmaster at Plymouth Friary from Stranraer. The problem at Leigh was
that the incumbent stationmaster at Leigh called Warren who was scheduled
to move to Blythe Bridge, but was unable to do so. This led to memoranda,
not reproduced, but the move was eventually accomplished and the Author was
born at Leigh on 6 June 1932.
Fairburn Class 4 2-6-4T No. 2239 at Glasgow Central in
1947. front cover
See also letter from T. Robertson (24 p. 80)
which records that semaphore indicator for Kirkhill and
Burnside.
Former North London Railway (NLR) 0-6-0T No. 7512 at Bow on 19 September
1931. A.G. Ellis. front cover lower
Miles, Keith. Aspects of freight. Part 1. 2-11.
Golding, Cyril (phot.). Readers' collections. 13-15.
Due to sloppy editing it is not immediately clear where this photo-feature
ends. The photographs are of Sentinel No. 47183 at Crewe on 2 September 1952;
8F No. 48426 with Fowler tender; Fowler 7F 0-8-0s at Bolton mpd (both ex-Works):
No. 49509 on 2 May 1953 and No. 49508 on 16 March 1958.
Unrebuilt Royal Scot No. 46134 The Cheshire Regiment at Colwyn Bay
in June 1952. 16 upper.
Blurred snapshot with "BRITISH RAILWAYS" on the tender.
Ex-Midland Railway 0-4-4T No. 58075 at Hellifield shed on 8 September 1953.
16 lower.
Still lettered "LMS"
Twells, Nelson. LMS road motor cartage organisation & maintenance
workshops. 17-42.
This excessively long feature is accompanies by some very poor
photographs, diagrams gleaned from the Raiilway Gazette and forms which strangled
the life out of the Company. J. Shearman was the Road Motor Engineer. His
duties were:
1. providing the type of machine best suited to the requirements of the using
department
2. registration and licensing of vehicles
3. supplying the costs of vehicles to the using department (for internal
accounting purposes)
4. maintaining vehicles in every respect
5. keeping the vehicles on the road for the maximum number of days in the
year
6. supervising the provision and use of consumable stores for the vehicles
7. provision and control of workshop accommodation, equipment and staff
8. provision and control of fuel storage accommodation
9. training and technical supervision of drivers, and
10. advising when machines should be withdrawn for renewal.
There were driving schools at Watford, Sutton Park (Birmingham), Oldham and
Cleckheaton. The training road layouts used Dinky Toys including the elusive
Dinky Toys tram.
Tattershall, Phil. D1692 coaches for motor train use. 43-5.
Ex-LNWR 0-6-0 No. 8588 taking water from parachute tank at Bettws-y-Coed
in 1938. H.N. James (phot.). 45.
Caption indicates a posed picture with kink in the bag.
No. 6200 Princess Elizabeth with original (and
relatively full) tender on express. 46.
See letter from John Edgington (Issue 24 p. 80)
suggests Royal Scot express. T. Robertson (Issue
24 p. 80) notes CR-type indicator on buffer beam a long way south of
Carlisle..
Byles, C.B. British Railways after 25 years:
an extract from The Railway Gazette 11th January 1935. 47-9
Former Signal Engineer Lancashire & Yorkshire Railway and thence
that of New South Wales Government Railways: impressions of British railways.
Not impressed by poor standard of road safety and road accidents; chaep ticket
anomalies (some cheap day returns were cheaper than single tickets); lack
of provision for non-smokers; and then signalling. Greatly impressed by London
Undergroud: standard of signalling, safety and stations. Considered that
too many types of colour light signalling and criticied railways for removing
forms of automatic train control. Impressed by progress on GWR and with LNER
resignalling at Thirsk: considered that Thirsk provided a paradigm for future
development: hence remarks about post-WW2 signalling at totty
Toton.
Essery, Bob. LMS train classification. 50-67.
Engine headlamp codes (LMS 1937 General Appendix) facsimile reproduction.
Text mentions that prior to 1931 pre-grouping practice reigned, although
only Midland practice is briefly mentioned. The regulations for mixed trains
were governed to extent by the Ministry of Transport which set limits, including
that of maximum distances and speed. The 1937 General Appendix (reproduced
verbatum) was particularly concerned with the operation of circus trains
(which were defined). John Edgington (Issue 24 p. 80)
observed that through freights were permitted to convey grease box
wagons. Illus.:
Class 5 No. 5093 near Standish Junction with express train
including GWR portion at rear. p. 51. See letter
from John Edgington (Issue 24 p. 80) Devonian (GWR vehicles
confirmed)
Patriot No. 5538 Giggleswick on 09.40 ex-St Pancras to Glasgow St
Enoch near Sandridge on 15 May 1948. (E.D. Bruton). p. 52 upper
Ex-LYR 0-6-0 No. 12260 on Blackpool excursion (with express
headcode). p. 52 lower. See Issue 24 p. 80 letter
from Robin Higgins: LYR brake third c1910 leading vehicle
Ex-LYR 0-6-0 No. 12151 on LYR breakdown train (with express headcode). p.
53 top
Stanier Class 2-6-4T No. 2444 at Sutton Park with very ordinary
passenger train. p. 53 middle: See Issue 24 p. 80
letter from Robin Higgins: LYR brake third c1910 leading vehicle
Ex-LYR 4-4-2 No. 10320 with ordinary passenger train formed from LYR stock.
p. 53 bottom
Ex-LNWR 2-4-2T No. 6601 at Mentmore Crossing on Aylesbury
branch with ordinary passenger train (first vehicle push & pull control
trailer). p. 54 top. John Edgington (Issue 24 p.
80) notes not push & pull working
LNER N1 0-6-2T No. 9449 with ex-Midland Railway 0-4-4T No. 1275 on ordinary
passenger train for Worth Valley line at Keighley on 17 October 1946. (H.C.
Casserley). p. 54 bottom
Ex-Highland Railway 4-4-0T No. 15013 on mixed train. (A.G.
Ellis). p. 55: see letters in Issue 24 from Pater
Tatlow who notes that location was Wick with train from Lybster; also
that leading vehicle was ex-LYR six-wheel 33ft third; See
also Issue 24 p. 80 letter from Robin Higgins: LYR vehicle still in LYR
livery. John Edgington (Issue 24 p. 80) queries whether
was true mixed train as there was a lack of a goods brake van.
2P 4-4-0 No. 695 picking up water on Tebay troughs with up milk train
(Class 3) in 1934. page 56 upper
Jubilee 5XP No. 5605 Cyprus with parcels train at King's Langley in
1938 (Laurie Ward). page 56 lower
4P compound No. 1090 with parcels train on water troughs. p. 57 upper
3F 0-6-0 No. 43263 with parcels train running between Birmingham
New Street and Central goods station. p. 57 lower: John
Edgington (Issue 24 p. 80) notes that Central was parcels depot for
Birmingham and queries whether trains from and to Central propelled from
Church Road
4P compound No. 936 at Birmingham New Street with empty stock (Class 4 headcode)
in August 1932 (W.L. Good). p. 58 upper
Prince of Wales No. 5676 Petrel on express freight train at Carpenters
Park in February 1928. p. 58 lower
Stanier Class 5 2-6-0 No. 2983 on fitted freight at Rugeley in 1935. (W.L.
Good). p. 59 upper
Fowler 2P 4-4-0 No. M603 lettered BRITISH RAILWAYS at
Kittybrewster with cattle train on 30 June 1948. (J.L. Stevenson). p.
59 lower. . See also letter from Peter Tatlow in Issue
24 p. 80 who notes that LNER headlamp codes applied and quotes relevant
part of Sectional Appendix for Scottish Area. John Edgington
(Issue 24 p. 80) notes that M603 was nominally based at Corkerhill (KPJ
remembers photos of 2Ps at Maud at about that time). .
Former HR/CR River class No. 14761 on Class 5 partially
fitted freight (Maltese Cross) (A.G. Ellis). p. 60 upper:
John Edgington (Issue 24 p. 80) notes that cab side
sheet still carried a CR-type lamp.
Stanier Class 5 2-6-0 No. 2949 (domeless boiler/Swindon type safey valves)
ascending Shap with partially fitted freight in 1937. p. 60 lower
8F No. 8002 on Class 6 "through freight" (F.M. Gates). p. 61 upper
Class 3F No.3261 on Class 6 freight passing Cricklewood in 1937 (H.F. Wheeller).
p. 61 lower
Coal tank 0-6-2T No. 7836 with Class 7 light engine headcode. p. 62
Class 2F 0-6-0 No. 3206 on Class 8 freight (mainly coal train) between Hathern
and Loughborough (W.L. Good). p. 63 top
8F No. 8001 with Class 8 freight (leading vehicles were cattle trucks). p.
63 middle
Former CR 0-6-0 No. 17443 with Class 8 freight. (A.G. Ellis). p. 63 lower
Former LYR 0-6-0 No. 12172 with Class 9 freight (pick-up freight) at Golbourne
in 1946. p. 64 upper
Former Furness Railway 0-6-0 No. 12478 with trip board No. 64 and Class 9
headlamps, shunting. p. 64 lower
Shunting engines working exclusively in station yards and sidings: Class
10
Former LYR 0-6-2T No. 11617. p. 65 upper left:
John Edgington (Issue 24 p. 80) notes that location
was south end of Preston station
3F 0-6-0T No. 7524 on station pilot duties at Crewe in July 1949. p. 65 upper
right
3F 0-6-0T No.16498 on station pilot duties with only one headlamp at Carlisle
on 14 May 1936. (H.C. Casserley). p. 65 middle
Former LNWR 0-6-0ST No. 7298 with only one headlamp shunting at Chester on
2 June 1932 (H.C. Casserley). p. 65 bottom
Local exceptional arragements
3F 0-6-0T No. 7141 on freight at Hackney with three headlamps
(one on side of smokebox) on 16 January 1927. p. 66 upper:
John Edgington (Issue 24 p. 80) notes was carrying
a cross-London destination code (Midland Division locomotives worked to South
London: Southern Railway/Region to Western Division).
2P 4-4-0 No. 592 on express with CR route indicator.
p. 66 lower. See also letter from T. Robertson in Issue
24 p. 80: notes semaphore indicator which detoted train via Barrhead
and Kilmarnock for Carlisle.
3F 0-6-0 No. 3593 with SDR freight code. p. 67 upper:
Editor notes that caption omitted: location was south
of Midford and gunpowder van (must have been empty) behind locomotive.
2P 4-4-0s Nos. 631 and 635 at Templecombe on 23 July 1937.
(H.C. Casserley). p. 67 lower: John Edgington (Issue
24 p. 80) notes may have been down Pines Express
Hulme, John. Reminiscences of Heaton Mersey.
68-72.
Formerly at Macclesfield (see Issue 12 page
46 et seq): this former CLC/MR (LMS) shed used
to have separate roads and rosters for each former railway, but these had
been combined and the shed had a wide range of workings, but mainly limited
in extent, including to Peak Forest for Rowsley, and over the Hope Valley
line to Sheffield or Chesterfield. There were differences in preparation:
at Heaton Mersey a fitter filled the cylinder lubricators, whereas at
Macclesfield the footplate crew had performed this task. One working was
from Godley to Partington where traffic passed onto the Manchester Ship Canal
Railway. There ws one very alarming trip on a Class 5 which ran away on the
descent from Peak Forest, through Dove Hole Tunnel, ran through Chinley,
and came to rest in Cheadle Junction siding. This was due to a fault in the
steam piston and combination valve in the steam brake. The train was kept
under partial control by runnning the locomotive in reverse and by the action
of the guard. Another engine failure involved a broken piston head on a WD
2-8-0. The working to Victoria Dock, Birkenhead involved a knowledge of the
Mersey Docks & Harbour Rule Book: entry to the dock was shared with road
traffic, and both road and rail traffic was controlled by a policeman. At
the rush hour the train might be delayed for 45 minutes and the crew had
to avoid blowing off. There were also workings to Garston. Some locations
were dominated by odours (smells): chemicals at Widnes, petrol at Stanlow.
Stray sheep at the entrance to Cowburn Tunnel caused delay on one trip
See also letter from Michael Holland (Issue 24 p. 80)
who refers to traffic for Partington "gas works" and argues that this may
have been for Carrington Power Station and was routed through a Shell refinery
and had to be diesel-hauled by an internal locomotive. Carrington used coal
from Hem Heath colliery near Stoke on Trent. Illus. p. 70
lower: Horwich Class 5 2-6-0 No. 42797 with train of iron ore hoppers
(see John Edgington (Issue 24 p. 80)) from Irlam
at Chinley and heading towards Sheffield on 19 June 1957.
Handling merchandise traffic. 73.
LMS official photograph lettered on reverse "Overloading of barrows
with traffic of damageable nature": open top container subjected to excessive
load above consisting of crates of paint, above which drum in rolling
position.
Warburton, L.G. Coleraine re-signalling on the NCC section of the
LMS. 74-80.
Implemented on 27 November 1938, and like many operations in Ulster
featured ingenuity and economy. Coleraine was the junction for Portush from
the main line from Belfast to Derry (Londonderry) which was single track
from Ballymena, but engineered for fast running. The new installation retained
the mechanical operation of points, but featured colour light signalling
and the centralisation of signallin in one signal box (formerly there had
been two). Tokenless working was introduced to Macfin (the station to the
south): as Macfin signal box lacked mains electricity the instruments had
to be battery-powered). The main cabin also controlled the signalling and
interlocking for a bascule bridge on the line to Londonderry and powered
level crossing gates. Portait and biography of Major Malcolm
S. Speir, NCC Manager (from LMS Magazine).
B.&N.C.R. label for Leicester. 80.
The Belfast & Northern Counties Railway had become the Northern
Counties Committee long before the LMS came into existence: perhaps it was
intended for Midland Record?
Twin tubular post home & distant signal at St Albans City on 17 May 1948. E.D. Bruton. rear cover
Miles, Keith. Aspects of freight. Part 2. 2-11.
Based mainly on the methods of working practiced at Rowsley exchange
sidings wshere trains were divided to enable them to ascend the steeper gradients
towards Peak Forest and to enable traffic to be sent onto the Western and
Central Divisions via Buxton. Includes details of the guard's responsibilities:
he was officially in charge of the train, was required to maintain a log
and was provided with an official watch. Diagram of the sidings giving capacities
and allocations. Some mention is made of colloquial names used.
Essery, Bob. LMS policy: new and displaced works orders. 12-13.
Batten, Reg. LMS photographic days. Part 3. 13-19.
Reasons for selection of locations used and locomotives and trains
photographed: Beyer-Garratts rejected as being ugly. Illus.: 4P compound
No. 1013 on stopping train near Elstree; Jubilee No. 5569 Tasmania
passing Elstree; unrebuilt Royal Scot No. 46142 The York & Lancaster
Regiment passing Elstree; 4P compound No. 1050 on stopping train near
Elstree; Class 5 No. 4856 on train of milk tank wagons passing Elstree; Stanier
Class 4 2-6-4T No. 2539 alongside coaling tower at Willesden mpd in 1937
(during Stephenson Locomotive Society visit); rebuilt Royal Scot No. 6145
The Duke of Wellington's Regt. (West Riding) without smoke deflectors
at Bourne End; unrebuilt Royal Scot No. 6125 3rd Carabinier at Bourne
End; Jubilee No. 45673 Keppel with tender lettered BRITISH RAILWAYS
at Bourne End; rebuilt Royal Scot No. 46139 The Welch Regiment with
tender lettered BRITISH RAILWAYS, but without smoke deflectors at Bourne
End, and 8F No. 8032 on coal train at Bourne End..
Warburton, L.G. LMS signals No. 20 – Manchester
Victoria and Exchange multiple-aspect colour light and power re-signalling
scheme. 20-41.
Very advanced all-electric installation of Westinghouse L-type as
installed at North Kent East Junction on the Southern Railway. Considerable
economies in the number of working levers by the adoption of push-pull levers.
Each signal had an electrical repeater. When trains were due to depart the
platform staff caused a light on the relevant part of the illuminated diagram
to be lit. Similarly, platform inspectors could protect vehicles left
on a plaform by indicating this on the signaller's diagram. The topographies
adopted for the colour light signals were sometimes unusual: clusters; tall
posts with repeater lights at a lower level.
Essery, Bob. LMS hotel services. 42.
Letter to Miss G. Mann of Bradford offering her employment as atemporary
junior housekeeper at the Midland Grand Hotel dated 21 May 1925 and
rubber-stamped Arthur Towle.
Miles, Keith. Of engines and enginemen. 43-9.
Between 1950 and 1955 Author was Running Foreman at Rowsley.. Sections
of Harold Rudgard's Motive Power Organization and Practice (ERO 53984) are
reproduced (also reproduced in full in
Rudgard's J. Instn Loco. Engrs paper No. 464). Also cites
Harry Webster's Locomotive running shed
practice (OUP, 1947). Includes reproduction of three day cyclic diagram
for a Rowsley-based 4F 0-6-0 which began with banking up to Buxton and then
proceeded to Walton, Liverpool. Charlie Harrison moved to Rowsley in 1940
from Lees: had start3d at Buxton (LNWR): he championed Super Ds: "No bad
'uns among Ds".
LMS times. 50; 80.
Jenkins, Stanley C. The Kettering to Huntingdon Line. 51-64.
Eastern Counties Railway constructed a line from Cambridge to Huntingdon.
At St. Ives it formed a junction with the East Anglian Railway line to Ely.
These lines opened in 1847, but an extension to connect with the Midland
Railway had to await the formation of the Kettering & Thrapstone Railway
in 1861, by which time the Great Eastern Railway had been formed and the
Great Northern Railway had been completed. The Kettering & Thrapstone
Railway Act received the Royal Assent on 29 July 1862, but the railway wisely
sought an extension to an end-on junction with the GER at Huntingdon in the
next Session and the Assent was received for this on 28 July 1863 which gave
running powers to Cambridge. The main thrust of the railway was a crossing
of the Nene Valley and the only major works were the bridges over the Ouse
and the Nene. The main contractor was Warring Brothers. Captain F.H. Rich
demanded a second inspection (which was acceptable) in February 1866. The
line opened to passenger traffic on 1 March 1866. Iron ore traffic was generated
at Cranfoord, Twywell, Thrapston and Raunds. In the 1880s a new station opened
at Huntindon East to give the lesser railways access to the Great Northern
Railway. In 1897 the railway was absorbed by the Midland Railway. During
WW2 the line carried heavy traffic: demand for ironstone greatly increased
and several airfields were located near the line, including those where the
US Eighth Army Air Force were based. Details of train services and
fascilities, including motive power depot at Kettering. Illus.: 2-4-0 No.
20225 near Thrapston on stopping train on 14 April 1936 (H.F. Wheeller);
2-4-0 No. 20012 at Cranford with train for Kettering in 1937 (T.G. Hepburn);
Class 2 0-6-0 No. 3127 at Kettering with passenger train on 27 March 1937
(H.F. Wheeller); Kettering station on 28 April 1954; Cranford station; Twywell
station; Islip Iron Ore Co. Peckett 0-6-0ST (WN 1456/1918) near Thrapston
on 14 April 1936 (H.F. Wheeller); Thrapston station; Thrapston signal box.
Raunds station with Class 2 2-6-0 No. 46403 on down passenger on 7 November
1953 (T.J. Edgington); Kimbolton station c1930; Buckden station in 1935 and
on 4 August 1959; Class 2 2-6-0 No. 78031 at Huntingdon East on 14 August
1954 (J.A.G.H. Coltas), and Raunds in May 1960.;
Miles, Keith. An insight into early traffic control. 65-73.
The Midland Railway introduced traffic control in January 1909 with
an office at Masborough in an endeavour to keep coal traffic moving between
Cudworth and Toton. This relied upon exploiting communication by telephone
and keeping records of individual trains on display boards. The technique
was instigated under J.H. Follows
and Cecil Paget. It was assisted
by giving prominence to locomotive numbers; hence their transfer to tenders
and to smokeboxes. Associated activities were the preparation of schematic
maps and train diagrams. The LNWR introduced traffic control at Springs Branch
in September 1912 (cites the excellent Reed).
The LYR introduced traffic control at Wakefield, Wigan and Liverpool in 1912
and a central control office within a circular room at its heafquarters at
Hunts Bank, Manchester. This mapped the system from Liverpool and Blackpool
to Goole: see Roger Mellor. Central freight traffic control systems on the
L&Y. Platform, 2000 (Spring).
Warburton, L.G. The Scottish Local Committee. 74-7.
Local management committee formed with rerpresentatives from the
Caledonian, Glasgow & South Western and Highland Railways which met in
the week prior to the LMS Board Meeting in London. It had very limited financial
powers; work up to £500, and staff appointments at or below £350
per annum. Members could either be Directors of the Company or hold at least
£2500 of stock. The Committee met over two days and generous fees were
paid to the members. From January 1924 the Board elected two members to be
members of the Scottish Local Committee.
Streamlined Coronation class No. 6222 Queen Mary hauling Coronation
Scot near Rugby in 1938. front cover
Duchess No. 46251 City of Nottingham at Annesley on 9 May 1964. front cover
lower
Presumably working an enthusiast special on the Great Central main
line
Miles, Keith. Half a century at Watford. 2-14.
This includes an occluded description of the original Watford station
which was north of the road bridge on the Watford to St Albans road: a far
more lucid description is given by Mary Forsyth
in the London & Birmingham Railway special issue of Br. Rly J.
page 33 et seq: this paradigm also includes a plan and a sketch
of the original station and of its original succsessor.
Essery, Bob. LMS goods stations. 15-19.
Miles, Keith. Leighton Buzzard 1931 [accident]. 20-3.
Norton, D.J. (phot.) and Essery, Bob. Leicester and Loughborough.
24-34.
Stanier Class 3 2-6-2T No. 40146 shunting at north end of Leicester
London Road on 7 April 1953 (all pictures taken on that day); wasteful double
heading (1) Class 5 No. 44944 piloting No. 45694 Bellerophon passing
North signal box and goods warehouse; 2P 4-4-0 No. 40485 shunting in sidings
alongside Platform 4 (coaling tower shrouded in scaffolding behind); Jubilee
No. 45627 Sierra Leone arriving Platform 2 with express from south;
Loghborough on same day: Fairburn 2-6-4T No. 42137 arriving with train of
cooridor stock with stopping train headlamps (Brush Works alongside);
snowplough-fitted Horwich 2-6-0 No. 42877 with Class K freight (two views);
Class 3F No. 43629 leaving goods sidings with Class K freight (another
photographer visible on platform); 8F No. 48362 with Class J mineral train
with railway entrance to Brush Works behind; wasteful double heading (2)
two 4Fs hauling Class J empty mineral wagons.
Tortorella, Arnold. Economies on the LMS Northern Division. 36-40.
Feature based around a Northern Division Minute of 18 April 1933 on
surplus cranes in stock (DWO 3023). This listed fixed cranes with their
capacities; their date of purchase (if known), condition, and original and
replacement costs, scrap value and cost of removal. Illus. derrick crane
at Stanley on 3 October 1946 (H.C. Casserley); derrick crane at Crief (all
Stuart W. Rankin unless identified otherwise); timber goods shed at Gourock;
whip hoist at Garve on 9 July 1958 (Peter Tatlow).
Miles, Keith. Willesden revisited. 41-5.
Photographs acquired by Author when woeking at motive power depot:
"new shed (semi-roundhouse) nearing completion in 1929 (interior view); District
Locomotive Superintendent's office; ashpit under construction (Acton Lane
power station behind); and coaling tower under construction. Two later views:
panorama with completed ferro-concrete coaling tower in January 1948 and
Coal Tank No. 27666 alongside ashpit in March 1945 (H.C. Casserley). Text
includes notes on Bowen-Cooke's LNWR coaling plants installed at Crewe North
in 1909; Liverpool Edge Hill (which required bottom door wagons); Carlisle
Upperby in 1919 and Willesden in 1920. Selbie described some of these plants
and the one at Crewe South in response to a paper by L.P. Parker: see
J. Instn Loco. Engrs., 1923,
13, 623. Author had personal experience of CR coaling plant at
Polmadie of 1925 and the simpler system at Rowsley installed in 1926. Also
cites and quotes from Bushell's LMS
locoman.
Warburton, L.G. Bernard William Cooke 1872-1939.
46-56.
Cooke was born on 8 August
1872; son of a Derby solicitor. Joined Midland Railway's Signal Department
on 10 May 1889 as a learner in the Signal Department Drawing Office under
Thomas Woodward the Signal Superintendent. Just prior to the Grouping he
was appointed Works Manager, a post he retained under the LMS. The Signal
Works closed in 1932, but he was retained until his retirement on 1 July
1934. He died on 29 December 1939. He was responsible for several Patents.
Norton, D.J. (phot.) and Essery, Bob. Track relaying in the
Birmingham Area. 57-9.
Miles, Keith. A recollection of railcars.
60-5.
The LMS absorbed steam railcars from the LNWR, LYR and Midland, and
later acquired two types of Sentinel railcar.
Caprotti Class 5 No. 44686 arriving Platform 2 at Crewe with northbound
Pines Express on 29 May 1952. 66-7.
Unfortunately this double page spread is ruined as the front end of
the locomotive is caught within the page fold: thus detail is restricted
to the pressing of soldier's uniforms and shoe heels of passengers.
Miles, Keith. More of enginemen. 68-75.
Hunt, David. LMS Locomotive Profiles where we are. 79.
LMS times. 80
LMS Journal No. 22. Peter Tatlow
See Issue 22 page 55: notes that
location was Wick with train from Lybster; also that leading vehicle was
ex-LYR six-wheel 33ft third. See Issue 22 p. 59 lower
2P 4-4-0 No. M603 at Kittybrewster with cattle train on 30 June 1948: notes
that LNER headlamp codes applied and quotes relevant part of Sectional Appendic
for Scottish Area.
LMS Journal No. 22. Robin
Higgins.
Lancashire & Yorkshire Railway rolling stock depicted:
see p. 52 lower brake third c1910; p.
53 middle brake third c1910 leading vehicle; page 55
location was Wick with train from Lybster; also that leading vehicle
was ex-LYR six-wheel 33ft third from 1880s still in LYR livery. Also request
for photographs of 1912 LYR Blackpool to Manchester club
carriage.
LMS Journal No. 22. Michael Holland.
See feature p. 68: refers to traffic for Partington
"gas works" and argues that this may have been for Carrington Power Station
and was routed through a Shell refinery and had to be diesel-hauled by an
internal locomotive. Carrington used coal from Hem Heath colliery near Stoke
on Trent. Also notes remains of Manchester Corporation narrow gauge night
soil railway in Carrington area..
LMS Journal No. 22. John Edgington.
Page 46: suggests Royal Scot express
Page 51 Devonian (GWR vehicles
confirmed).Page 54 top:Aylesbury branch with ordinary
passenger train (first vehicle push & pull control trailer), but locomotive
not motor fitted .Page 55 location was Wick with
train from Lybster, but queries whether was true mixed train as there was
a lack of a goods brake van. Page 57 lower: notes that
Central was parcels depot for Birmingham and queries whether trains from
and to Central propelled from Church Road p. 59 lower
(2P 4-4-0 No. M603 at Kittybrewster with cattle train on 30 June 1948) notes
that 2P was nominally based at Corkerhill at that time
Page 60 upper: notes that cab side sheet of former HR/CR River class
No. 14761 still carried a CR-type lamp. Page 65 top
left: former LYR 0-6-2T No. 11617 location was south end of Preston station:
See p.66 top: 3F 0-6-0T No. 7141 on freight at Hackney
with three headlamps (one on side of smokebox) was carrying a cross-London
destination code (Midland Division locomotives worked to South London: Southern
Railway/Region to Western Division. Page 67 bottom:
may have been down Pines Express. Also made general
observation that through freights were permitted to convey grease box
wagons. See also 70 lower: train of iron ore hoppers
from Irlam at Chinley: . .
LMS Journal No. 22. Editor
See p. 67 upper (caption omitted):
notes that location was south of Midford and gunpowder van (must have been
empty) behind locomotive.
LMS Journal No. 22. T. Robertson
Refers to several pictures whidch show locomotives with Caledonian-type
semaphore indicators: page 66 lower detoted train via
Barrhead and Kilmarnock for Carlisle; front cover (Fairburn
2-6-4T) for Kirkhill and Burnside; page 46 (printed as "47")
showed via Beattock for Cralisle, but was clearly south of Carlisle.Lists
Caledonian Railway Appendix to Working Timetable dated 1 May 1915 and Sectional
Appendix for Northern Division of LMS dated March 1937. Extension to GSWR
lines liisted in Rly Mag., 1927,
61, 243...:
Programme of half-day excursions from Birmingham... during August 1935.
[handbill]. rear cover
Printed Bemrose requesting recipient to write for regular mailing
of Birmingham and District Half-Day Excursion Programme.