Michael Harris

British main line services in the age of steam, 1900-1968. Sparkford: Oxford Publishing, 1996. 224pp.
The acknowledgements include one to Ahrons' Locomotive and train working in the latter part of the nineteenth century which this volume resembles, but lacks the notes on locomotives.

British Rail Mark 2 coaches: the design that launched Intercity. Ottershaw (Surrey): Mallard Venture, 1999.192pp.  191 illus including 17 coloured. 45 diagrams (42 carriage diagrs).
A thorough history with many sources cited (PRO/NRM/papers). Examines decision making process. Predominantly text although 41 pages of tabulated information; 4 pages of notes to sources. Includes relatively recent refurbishment; e.g. Virgin CrossCountry , Gatwick Express stock 1981: Mark 2F; 414 EMU, class 73 electro-diesel; push and pull Edinburgh-Glasgow driving van trailers introduced 1980. Reviewed by JW. BackTrack, 14, 735

City of Truro: a locomotive legend. 2nd ed. Kettering: Silver Link. 1992.
First published 1985: pamphlet

Decades of steam. London: Ian Allan, 1999. 176pp.
Steam in twentieth century Britain. The conclusion to the 1930s is poignant.
The 'Coronation' of 1937 was the best paying of the LNER's three high-speed expresses, and the train sets were carefully designed with the aim of permitting at-seat service of drinks and meals to all passengers. The articulated twin-sets making up the main eight coaches had a centre gangway layout and were painted in a two-tone blue paintwork that was kept as well-polished as any limousine. In summer, an observation car was at the rear of the train. In its first year of service from 1937, the 'Coronation' earned a profit of 13s 8d per loaded train mile. The other LNER high-speed trains were the 'West Riding Limited' King's Cross-Leeds/Bradford – with almost identical stock as the 'Coronation', and the 'East Anglian', from Norwich to Liverpool Street and back. The 'East Anglian' was not high-speed when it came to timings but the principle of on-board service was the same as the 'Coronation' although it proved to be half as profitable as the 'Coronation'. With their teak-panelled exteriors, the 'East Anglian' coaches were no different in appearance to standard Gresley stock.
These high-speed trains were operated very professionally but one suspects that Gresley wanted to see for himself what an 'A4' could do when there were no fare-paying passengers aboard. The chance was taken in July 1938, at the conclusion of a series of weekly braking trials. With 'A4' No 4468 Mallard at its head, a set of streamlined coaches and the LNER dynamometer car briefly reached 126mph down Stoke bank. The high-speed era on the LNER had reached its pinnacle.
No more than a year's operation remained for the 'Silver Jubilee', 'Coronation' and 'West Riding Limited'. Their final day was 31 August 1939. The next day, the Big Four passed to overall Government control again and emergency services had priority. On that fateful Thursday, the very last southbound 'Coronation' left Edinburgh Waverley at 4.30pm behind 'A4' No 4488 Union of South Africa. No more than 74 passengers were aboard, 20 of whom got off at Newcastle where 58 boarded for King's Cross which was reached one minute late. This was the sad but proud finale - not only of the LNER's streamliners but also the spirit of our interwar railways.

Great Western coaches: 1890-1954. 2nd ed. Newton Abbott: David & Charles. 1972.
Ottley 12019

LNER standard Gresley carriages. Ottershaw (Surrey): Mallard Books, 1998.192pp. 202 diagrs., 109 illus.
Excludes the special train sets (Silver Jubilee, etc); end-door type of vestibuled stock and steel-panelled vehicles (intended for another volume): Mallard appears to be an Ian Allan subsidiary. Main illustrations are based on official diagrams produced for the operators of the vehicles. Author states that LNER diagrams were superior to those of the other companies. Includes sleeping cars and catering vehicles, and some special vehicles. Carefully chosen photographs. Acknowledges Newsome paper. Clearly made extensive use of primary material held at PRO and at NRM York. With exception of one all the diagrams consist of side and end elevations plus plans. Landscape format would have been more suitable as diagrams are placed vertically on pages.