Black Dwarf Light Moor

A Railway in Transition: The Great Western Railway at Oxford in 1902 by The Revd Canon Brian Arman, p. 3; Britain's Railway Canals : 100 Years of Railway Control and Ownership of Britain's Waterways Part 2: Through Two World Wars by A.J. Mullay, p. 15; John G. Robinson and Other Locomotive Artists by Ken Grainger, p. 31; Reminiscences of a Railway Numbertaker by Gordon Griffin, p. 51; GWR Road Transport: A Pictorial Selection by Neil Parkhouse, p. 57; Locomotives Found at Sea by John Hill, p. 63; Wish You Were Here? Railway Postcards of Hertfordshire by John Alsop, p. 67.

A listing of all the locomotives sold by mainline companies into industrial use. Eight chapters covering the 'Big Four' railway companies and their constituents, plus two for British Railways and the smaller constituent companies. Heavily illustrated and an invaluable reference work. One of our most popular railway titles, compiled by a noted industrial railway authority.

A new single-volume history of this well-loved and picturesque route, complete in one profusely illustrated volume. From the earliest beginnings of railways in the Cotswold area, the narrative traces the piecemeal development of the B&CDR – the Chipping Norton Railway, the Bourton-on-the-Water Railway, extension to Cheltenham, extension to Banbury and the direct line at Kingham – as well as looking at the various abortive schemes which surrounded its birth. The route itself is studied in detail, with numerous scale plans of all of the stations and junctions at the various stages of their development, as well as looking at the various industries which connected with the line. Train services, including the famous Port-to-Ports express, and the locomotives to be found on the line at the different periods of its history are also considered. This is a well rounded history, backed up by a collection of over 400 photographs and illustrations, many of which have not been published before, and were collected over a period of 25 years, covering the route from the 1860s up to its demolition in the 1960s.

A subscription to Archive covers four issues, the journal being published quarterly in March, June, September and December. A UK subscription costs £29.00. Please contact us for overseas rates. Our long-running Journal first published in 1994.

64 pages. 275x210mm. Printed on gloss art paper with card covers.

ISSN 1352-7991

A subscription to Railway Archive covers four issues, the journal being published quarterly in March, June, September and December. A UK subscription costs £37.00. Please contact us for overseas rates. First published as a sister Journal to Archive in June 2002

Now 80 pages, issues 1 to 17 were 96 pages.. 275x210mm. Printed on gloss art paper with card covers.

Although well-known and loved today as one of the UK's premier heritage railways, the story of the Minehead Branch begins in the mid 19th century and this is the first time the line's colourful history has been told in detail. The first section, from Norton Fitzwarren to Watchet, was opened by the West Somerset Railway in 1862, with the extension to Minehead, built under the auspices of the Minehead Railway Company, opening twelve years later, in 1874. Both lines were broad gauge and operated from opening by the Bristol & Exeter Railway. Conversion to standard gauge took place under the Great Western Railway in 1882, although the Minehead Railway was not officially absorbed by that company until 1897 and the West Somerset Railway until 1922. Traversing some of the finest countryside in the west of England, from rolling hills to coastal plains, the branch carried generations of holidaymakers to the beaches at Blue Anchor, Dunster and Minehead, as well as providing a vital goods link to the docks at Watchet. However, it also served several remote villages, such as Stogumber and Crowcombe, which were quite removed from their stations and, as the age of the motor car arrived, the branch was always likely to be a candidate for closure. Goods traffic too, from the docks and the paper mills at Watchet, was also lost to road transport. In the end, it was only thanks to the seaside traffic to Minehead that the line survived as long as it did, BR finally closing it in 1971.

Britain's railway canals : 100 years of railway control and ownership of britain's waterways part 1: the story to 1914 by a. J. Mullay, p. 3; a scattered family: the cornwall minerals railway's 0-6-0ts by peter treloar, p. 27; ownership and distribution of railway wagons during the grouping period by peter tatlow, p. 43; a caledonian mishap! By jim macintosh, p. 51; the hopwood collection part 12: to scotland – the ‘caley’, the north british and a highland fling! By the rev’d canon brian arman, p. 57; wish you were here? Railway postcards of some rural outposts of the l&yr by jeffrey wells, p. 67

Built in 1842 as an engine shed for the Edinburgh & Glasgow Railway, Haymarket has served the railways that radiate from Edinburgh ever since. Haymarket locomotives and footplate crews partook in the Railway Races of 1895, and on the non-stops between Edinburgh and London before and after the Second World War. It is now the main DMU depot for Scotland. In this volume Harry Knox relates the full history of the depot, the motive power and the staff that have been based there, including analysis of the accidents and incidents in which they have been involved.

Cousins William Osborn and Humphrey Wallis combined their shipping interests in 1880 but it is for their activities from the 1920s onwards that the company is best remembered. By then trading as Osborn & Wallis Ltd, they started supplying coal to the new power station at Portishead, continuing an association with the electricity generating industry of the Bristol area which had begun around 1900. Operating from a yard and dock at Hotwells, their fleet of vessels daily plied across the Bristol Channel, loading coal at Newport Docks and at Ely Harbour near Penarth which they brought back to Portishead and Bristol. The book recounts the company's history in full, including a comprehensive fleet history, listing in some detail every vessel which Osborn & Wallis owned, from tiny wooden sailing trows to 1,800 ton deep sea tramp steamers, almost all of which are depicted in an array of historic photographs, accompanied by numerous GA drawings. Beginning as a Deck Boy in 1955, Michael Winter spent nine years working on the O&W boats and the second half of the book details his experiences with the company.

First published as an article in Railway Archive this booklet looks at the Caledonian Railway’s station and pier at Wemyss Bay has long been regarded as a masterpiece of Edwardian design and construction. Built alongside the existing station in 1903, this book illustrates the construction process, carried out at a coastal location in all weathers and whilst maintaining a train service to the original station. Having been restored by British Rail in the early 1990s, the station and pier are once again in need of major refurbishment. The Friends of Wemyss Bay Station have been formed as part of the ScotRail Adopt A Station programme, to promote appreciation of the station and pier, and provide support in as many ways as practicable.

Humber Waterways on Picture Postcards: Part Two by Mike Taylor, p. 3; Follow-up: Surrey Docks, Grand Surrey Canal, p. 25; Wiltshire Oddities by Alan Ward, p. 31; Non-recovery Coke Making: Beehive Ovens at Victoria Garesfield by Paul Jackson, p. 37; Industrial Bixslade: The Quarries by Ian Pope, p. 57.

In Time of War and its Aftermath by Malcolm Bobbitt, p. 3; River Wear, Sunderland, notes by John Lingwood, p. 25; Skimpings: Steam Cranes, p. 27; The Staffordshire & Worcestershire Canal, notes by Euan Corrie, p. 33; May I Put This in Your Cellar? by Keith Turton, p. 39.

Official railway publications tended to use the term ‘Wells Branch’ to refer to the GWR route between Yatton and Witham. In fact, the line originated as two entirely separate branches, both terminating at Wells and ultimately joined by a short length of Somerset & Dorset Railway metals. At one time, Wells hosted three separate stations on three independent lines, all within half a mile of each other. The Somerset Central Railway was first to arrive in the city of Wells with a standard gauge line from Glastonbury in March 1859. Three years later, the East Somerset Railway opened its broad gauge branch from Witham to Wells, worked from the outset by the GWR. To the west, the Cheddar Valley & Yatton Railway reached Wells in April 1870. Establishing passenger train connections between the three stations, serving both broad and standard gauge lines, proved a nightmare for the Board of Trade inspectors.

P. & A. Campbell Ltd of Bristol, registered as a Limited Company in 1893, was destined to not quite make its century as the operator of the celebrated White Funnel Fleet of passenger steamers. As the postwar fleet waned in the 1950s profits dwindled and receivership beckoned. Remarkably, a new company structure was fashioned out of the old, in association with Townsend Ferries. In the 1960s P. & A. Campbell Ltd pioneered passenger-carrying hovercraft operations and branched out into cross-channel coach excursions, in partnership with the Free Enterprise ferries of what later became the European Ferries group, to France and to Belgium. A heritage quartet of motor-vessels – some of which were older than the paddle-steamers they supplanted – went on to keep the P. & A. Campbell Ltd flag flying in the Bristol Channel into the 1970s, and the white funnel appeared in the Irish Sea as well as the south-east of England. Balmoral sustained the passenger link between north Devon and the island of Lundy throughout this time, after many other coastal excursion services around Britain had ended.

Rhyl Miniature Railway by K. Dark, p.3; Ackworth Quarries notes by Ian Pope, p9; Lambton Men : Tom Hardy by Colin Mountford, p.13; Skimpings 1 : Water & Wind, p.20; Westinghouse Decking Plants notes by Ian Pope, p.23; In the Showroom : Bentley Mk VI from Malcolm Bobbitt, p.31; Inbye: Archive’s Letters Pages, p.32; The Institute Archive’s Book Reviews, p.32; Skimpings 2 : A chocolate moment, p.33; Ibstock Colliery by Mike Kinder, p.35; Never on Friday by Patricia O’Driscoll, p.55; Return to Wanderdown by John E. Harbidge-Rose, p.59; More on the Wear by John Lingwood, p.62.

Sir Leonard Redshaw (1911-1989) was one of the most innovative British shipbuilders of the twentieth century. A pioneer in Britain of welded submarine and ship construction, under his command, the Vickers Barrow shipyard launched the world’s first all-welded passenger liner; the first British liner having all-welded aluminium superstructure; Britain’s first nuclear submarine; the nation’s first Polaris submarine; the first 100,000 ton tanker built in Europe; the first Type 42 destroyer; and the Royal Navy’s first command cruiser. He was knighted in 1972 for services to exports. He further initiated Vickers’ diversification into offshore and subsea engineering. Possessed with foresight, a decision maker, and self confident, he led from the front particularly so in a crisis. Sir Leonard was also an out-spoken antagonist regarding the nationalisation of the shipbuilding industry in 1976. Nationalisation took from Vickers Limited its aircraft and shipbuilding interests, which, since privatisation, BAE Systems has reunited. In 1969, he secured from the Ministry of Defence its commitment to Barrow as the sole yard for British nuclear submarine construction. Here, Leslie Shore offers the first biography about the Vickers shipbuilder that also portrays a traumatic period in British shipbuilding history. Photographs used in the book recall some of the great moments, not only in British shipbuilding but also engineering.

Southampton Corporation Tramways: Part One by John E. Harbidge-Rose, p. 3; Hen House Navigation by Patricia O'Driscoll, p. 25; Shropshire & Montgomeryshire Railway 1934-1937 by Paul Jackson, p. 35; The Hythe Pier Tramway by Greg Briarty & David Rhodes, p. 47; The Old and The New: Severn Bridge Construction from Rick Howell, p. 59

The Barry Railway’s Paddle Steamers by Stephen Phillips, p. 3; The Frank Carrier Photograph Collection 3: An L&NER Selection by David Postle & KRM, p. 25; The Hopwood Collection: The Lancashire & Yorkshire Railway in 1901-2 by The Rev’d Canon Brian Arman, p. 39; Do It Yourself Locomotive Building A Peculiar British Custom: Part 2 by Philip Atkins, p. 45; A Passion For Old Railway Engravings by Jim Harter, p. 53; The Lytham Dock Branch by Neil Parkhouse, p. 63; Wish You Were Here? Railway Postcards of Derbyshire by John Alsop, p. 67

The Broad Gauge at Gloucester 1844-1872 by Neil Parkhouse, p. 3; The Hopwood Collection: The Rhymney Railway in 1905 by The Rev’d Canon Brian Arman, p. 39; Do It Yourself Locomotive Building A Peculiar British Custom: Part 1 by Philip Atkins, p. 45; The Railways’ Involvement in the Manchester Royal Jubilee Exhibition 1887 by Jeff Wells, p. 57; Fly Shunted: An L&SWR Horse-Drawn Light Delivery Van c1885, p. 70; Wish You Were Here? Postcards of the English (and One Scots!) Narrow Gauge Railways by Peter Treloar, p. 71.

The Cathcart Railway was opened in 1886, before most of the homes it now serves were built. With a length of eight miles from Glasgow Central to Glasgow Central, it was operated by the Caledonian Railway from opening until grouping. Jack Kernahan provides a history of the line from the first plans until the present day, including motive power and rolling stock, electrification, track layout and signalling, and the role of the line in popular folklore. The text has been thoroughly updated for this second edition, with additional appendices, photographs and plans. Published in conjunction with the Caledonian Railway Association.

The Cathcart Railway was opened in 1886, before most of the homes it now serves were built. With a length of eight miles from Glasgow Central to Glasgow Central, it was operated by the Caledonian Railway from opening until grouping. Jack Kernahan provides a history of the line from the first plans until the present day, including motive power and rolling stock, electrification, track layout and signalling, and the role of the line in popular folklore. The text has been thoroughly updated for this second edition, with additional appendices, photographs and plans. Published in conjunction with the Caledonian Railway Association.

The Great North of Scotland Railway was a compact system which served the north east corner of Scotland from its headquarters in Aberdeen. Its coaching stock reflected the Company’s chequered development and the perpetual need to keep expenditure to a minimum. Progress in coach design lagged behind many other parts of the country. The majority of passengers were still being conveyed in 4- and 6-wheelers at the time of the grouping, but the bogie coaches for more important services were among the best appointed of their time. The size of the Company, and the survival of many drawings at its works at Inverurie, has meant that it has been possible in one volume to trace the development of the Company’s coaching stock from the beginning until the grouping in 1923. Many withdrawn coach bodies found new uses on the farms in the area and this has brought life to the study. A range of other original sources has been consulted and several years spent on research to ensure that the complete story is presented.

The Hartlepool Dock & Railway Company by George Smith, p. 3; The Hopwood Collection: The London & North Western Railway in 1902 by The Rev’d Canon Brian Arman, p. 27; The Railways and the Lincoln Typhoid Epidemic of 1905 by John Alsop, p. 35; The 1881 Clevedon Train Crash by John Dore-Dennis, p. 39; Building Calstock Viaduct by Neil Parkhouse, p. 41; Locomotive Allocation on the North Staffordshire Railway Network in the LM&SR Era by Basil Jeuda, p. 49; Visits to Cardiff Cathays, Taff Vale Railway, in 1902-3 by Bill Aves & Neil Parkhouse, p. 61; Wish You Were Here? Postcards of the North Wales Narrow Gauge Railways by Peter Treloar, p. 69.

The History of the London, Chatham & Dover Railway, Part One by G. A. Sekon, p. 3; The Broad Gauge 'Standard Goods' 0-6-0s of the Great Western Railway by the Revd Canon Brian Arman p. 35; Invicta at Canterbury by John Alsop p. 49; Britain's Railways Canals 100 Years of Railway Control and Ownership of Britain's Waterways Part 3 : Canals for the Nation by A. J. Mullay, p. 55; Wish You Were Here? Railway Postcards of Some Town & Suburban Stations of the L&YR by Jeffrey Wells, p. 69.

The Midland & Great Northern Joint Railway came into being in 1893, when the Eastern & Midlands Railway, having over extended itself financially, was jointly taken over by the Midland and Great Northern railways. The E&MR main line linked the Midlands and the North of England with the popular Norfolk coast resorts and its acquisition enabled these two railways to reach deep in to the heart of Great Eastern Railway territory. Following the joint takeover, the Midland assumed responsibility for the motive power whilst the GN looked after the signalling and permanent way. The line was run by a Joint Committee, the representatives of the MR and GNR giving way to those of the LM&SR and L&NER after the 1923 Grouping. It was only when the line was ceded to the L&NER in 1936, however, that it began to lose its independent identity, with the locomotive department seeing the M&GN and ex-Midland types replaced by those of the L&NER and constituents. The locomotive history of the Midland Railway has been extensively covered by the author, in conjunction with the late David Jenkinson, in a four volume series published in the 1980s.

The Pelaw Main Railway: Part One by Colin Mountford and George Nairn, p. 3; Caledon, Fairfields and MV Glenfalloch by Mark Chalmers, p. 29; Grindstones photographs Robin Williams, notes by Ian Pope, p. 39 Follow-up: Swansea & Mumbles trams, p. 44; Skimpings: Macduff & Petts Level, p. 46; Beehive Ovens at Victoria Garesfield: The Process by Paul Jackson, p. 49.

The Pelaw Main Railway: Part Two by Colin Mountford, p. 3; Croydon Airport photographs Steve Grudgings, notes by Ian Pope, p. 14; Beehive Ovens at Victoria Garesfield: The Branch Railway and Colliery by Paul Jackson p. 21; Beer by Rail: The Oakhill Brewery Railway notes by Ian Pope p. 41; Skimpings: Stork in the Pool of London notes by Roy Fenton p. 45; A Sharp Look-Out : Sight tests for sailors by Patricia O’Driscoll p. 47; Skimpings: A couple of Mysteries and the Peebles Steam Railcar p.54; Taybank New Works - Europe’s Last Jute Spinning Mill by Mark Chalmers p.57.

The Pentewan Railway 1829-1918 by Robert E. Evan, p. 3; A French Farce in West Northamptonshire; New light on an early East & West Junction Railway locomotive by Barry Taylor, p. 25; Richborough Military Port: The Locomotives by Bill Aves, p. 31; The Hopwood Collection Part 11: The Great Central Railway by The Rev’d Canon Brian Arman, p. 47; Richborough Postscript – RAF Manston, p. 54; The Royal Visit to Chester and North Wales in October 1852 by Jeffrey Wells, p. 55; Wish You Were Here? Railway Postcards of the L&NWR in Lancashire by John Alsop, p. 67

The Rhymney Railway opened in the winter of 1857-58 and this idiosyncratic company was largely reliant upon outside framed saddle tanks during the 19th century. In the early 20th century, under the guidance of R. Jenkins and C.T. Hurry Riches, the motive power and rolling stock was transformed, providing the Company with modern stock that survived in some cases to the British Railways era. Indeed, the last of the powerful Rhymney tank locomotives only finally went to Swindon for cutting up in 1957. This volume, the first in a series of Welsh Railway Records, has at its focal point a series of detailed drawings prepared by the late M. Lloyd of pre-Grouping Welsh rolling stock as it appeared in original condition and after rebuilding by the Great Western Railway. There are thirty-eight drawings for the RR all reproduced here at 7mm scale. These are accompanied by photographs and summary histories. The Introduction has returned to original source material to give a history of the Rhymney Railway, whilst the Appendices give build, renumbering and withdrawal details of all the locomotives owned by the Company, as well as details of rolling stock types and their renumbering upon absorption into the GWR in 1922.

The Slate Steamers by Roy Fenton, p. 3; Follow-up: Dinorwic Revisited from Ted Bottle, p. 15; Foden and ERF by Malcolm Bobbitt, p. 17; Non-recovery Coke Making in the UK: The Coppée Oven by Paul Jackson, p. 41; Industrial Bixslade: The Stone Works by Ian Pope, p. 55

The South Eastern & Chatham Railway Companies Joint Management Committee was formed in 1899 to manage the South Eastern and the London, Chatham & Dover railways. Although they remained separate concerns, after that date all locomotives and rolling stock bore the joint SE&CR lettering. This volume studies some of the carriage stock built for the SE&CR, from the perspective of both the railway historian and the modeller. It does not purport to be a complete history; the company built a huge range of carriage types, many of which were obscure and constructed in very small numbers. The author, a noted authority on SE&CR stock, has therefore assembled a cross section of fifty different types of bogie carriages within this volume, with which to give a strong flavour of the company’s passenger rolling stock. Each is illustrated photographically and with a 4mm scale plan, plus details are given of their build dates, number sequences and histories. Separate plans cover the range of coach ends and there are appendices for livery details and coach renumbering under the Southern Railway after 1923. Many of the carriages were built in the company’s own Carriage & Wagon Works at Ashford, which is also briefly illustrated.

The Wantage Tramway by Stanley C. Jenkins M.A, p. 3; The Hopwood Collection: In Search of Stroudley’s London, Brighton & South Coast Railway by The Rev’d Canon Brian Arman, p. 33; The Frank Carrier Collection: An Industrial Selection by David Postle & KRM, p. 41; Oil Firing on the Great Eastern Railway and James Holden’s ‘Watercart’ Tenders by Bill Aves, p. 51; Digitally Manipulating Photographs In Aid Of Historical Research by Neil Parkhouse, p. 61; London & North Western Railway Engine Nameplates and the Full Stop by Edward Talbot, p. 63; Wish You Were Here? Railway Postcards of South East Scotland by John Alsop, p. 69

The Wirral peninsula, which forms the top north west corner of Cheshire and sits between the rivers Dee and Mersey, is almost an island and, in many respects, exhibits the characteristics of a region isolated from other influences. This was undoubtedly even more pronounced in times gone past and is a feature that was particularly well illustrated in the development and ‘look’ of the railway company which served the most northerly and populated part of the peninsula – the Wirral Railway. The railway itself began in splendid isolation, with a branch from Birkenhead Docks to Hoylake, opened in 1866. From impecunious beginnings – the company was in receivership by the late 1860s and services ran only between Hoylake and Leasowe until 1872 – the Wirral system grew to become a busy commuter railway for the many people travelling over the Mersey to Liverpool, its tentacles eventually extending to West Kirby, New Brighton and Seacombe. Today, with the exception of the Seacombe Branch, the line remains in service as part of Merseyrail, carrying out the job it has always done. This is the first comprehensive study of the railway’s origins and its history as the Wirral Railway, followed by its later years under the LM&SR and British Railways, its operations, stations, locomotives, shed and works, and rolling stock. Its small locomotive fleet comprised entirely of tank engines and its independent nature is reflected in the fact that it was the first railway company in mainland Great Britain to run engines of the unusual 4-4-4 wheel arrangement.

The first of three volumes looking at what happened to the North Staffordshire Railway after it was taken over by the LM&SR in 1923, up until 1947 when the LM&SR was Nationalized. During this period, the country suffered the economic downturn of 1924 and a slump that lasted from 1929 until the late 1930s, which was then followed by the Second World War and its aftermath. This first volume covers the background to the establishment of the LM&SR and the demise of the NSR, the changing nature of industrial activity in North Staffordshire, the competition with road transport for passenger and freight traffic, and the impact of the Second World War. Separate chapters then follow the main line from Manchester and Macclesfield through Stoke to Colwich, including the Talke and Chesterton branches, connections to the factories of Michelin Tyres and Josiah Wedgwood, the Trentham Park Branch and ROF 5 Cold Meece. There is an introduction to the NSR canal system, which then goes on to follow the whole of the Trent & Mersey Canal, and there is a short section on the hotels of the NSR. This volume then concludes with a journey along the Stoke to Market Drayton line, which also includes diversions off on the Pool Dam and Apedale branches, the Newcastle-under-Lyme Canal, and the Audley Branch.

The industrial history of Great Britain records numerous enterprises which failed to fulfil expectations and have since vanished almost without trace. Few can have involved so much expenditure, for so little reward, as the opening and development of the iron mines on the Brendon Hills in West Somerset and the construction of the standard gauge West Somerset Mineral Railway to carry the ore to Watchet harbour for shipment to Newport. The 1 in 4 incline, more than a kilometre in length, which carried the line to the summit of the Brendon Hills was perhaps the most significant standard gauge incline in the country and makes this little railway unique.

The three mile long Crystal Palace High Level Railway, running from Nunhead Junction to Edward Barry’s magnificent £100,000 terminus station alongside the Crystal Palace, was opened in 1865. Promoted by the Crystal Palace & South London Junction Railway, a company backed by the London, Chatham & Dover Railway, the ownership of the line was transferred to the LC&DR in 1875. Although the original intention was to extend the railway southwards, traffic levels never really justified the initial optimism and such plans were not to be realised. Difficult to construct – there were two lengthy tunnels and most of the route was either in cutting or on embankment – the railway never made a profit, was closed temporarily during both world wars and even electrification by the Southern Railway in 1925 failed to lift passenger numbers enough to save it, with final closure occurring in 1954. Little is left of the line’s stations today, although much of the route survives as a footpath. Within these pages, John Gale documents the history of this forgotten railway backwater, the text being illuminated with numerous historic photographs, maps and other illustrations.

This detailed and lavishly illustrated study of the livery of the Caledonian Railway is the culmination of many years of careful research, using publicly and privately held records, photographs and artefacts. In addition, paint technologies have been investigated; monochrome photographic processes have been examined and colour perception has been explored. Covering the whole of the existence of the Company, from 1845 to 1923, colours and pigments, Crests, scrolls and lining, together with lettering and numbering details, are all fully explained and illustrated. The locomotive stock has been divided into groups and classes in order to illustrate the different livery styles. Separate sections deal with early locomotives and the Drummond period, and there are individual chapters also on the coaching stock and the goods wagons. The thorough investigations have challenged certain previously made statements and assumptions, which cannot be verified by the photographic evidence or archival records. To assist understanding the evolution of the liveries, the appendices include a brief company history, short biographies of the locomotive superintendents, a list of locomotive build orders, notes on the adoption of the Westinghouse brake and an index of wagon photographs. This is a major study of the livery of the Caledonian, by a respected authority on what was Scotland’s premier pre-Grouping railway.

This is a detailed study of the Caledonian Railway’s ‘Jumbo’ 0-6-0s, officially the ‘18in x 26in x 5ft 0in Goods Engine’, which were not only the workhorses of the Company but also formed the largest class of locomotives in Scotland. The 244 members of the class were built over a fourteen year period between 1883 and 1897, and many were also Westinghouse braked, whilst some were vacuum fitted as well, which thus allowed their extensive use on passenger traffic too. With the aid of official plans and drawings, along with numerous mostly previously unpublished photographs, and in conjunction with technical specifications and other data, the author has faithfully documented the history, work, performance and allocations of these iconic little engines for posterity. The entire class was taken over by the LM&SR at Grouping and most of them survived into the BR era, with the last four only being withdrawn in 1963, giving the ‘Jumbo’s a history of 80 years in total.

This is the story of the thirteen ex-Great Western Railway ‘57XX’ pannier tanks that passed into the ownership of London Transport. Based at both Neasden and Lillie Bridge Depots between 1957 and 1971, they handled much of the engineering traffic over surface and sub-surface lines and are particularly remembered for the spoil trains to Watford Tip. This comprehensive study of the ‘Red Panniers' gathers together many previously unpublished images of the locomotives, including a number taken at night and underground – the usual time and place where the panniers could be found at work. The last three survived in service until the middle of 1971 which made them the last working main line steam locomotives in the country, an often overlooked fact.

This second volume brings us on a journey south from Pontypridd to the Sea Lock at Cardiff and once again, the authors have assembled a wealth of historical data and superb illustrative material. The Glamorganshire Canal, in particular, proved a source of great wealth to its promoters and some of those who used it. Restricted by Parliamentary Act as to how much of a dividend it could pay its shareholders, for a number of years the canal proprietors found themselves in the position of having to pay back some of the carrying charges to the freighters. On other occasions, they restricted profits by having periods of free usage of the waterway. Rarely can a transport enterprise have found itself in such a position, a result of its own success. Whilst this second volume, by definition, deals mostly with the Glamorganshire Canal, there are chapters which are common to both canals – on aspects of maintenance, the boatmen, the locks and especially the boats.

Two Days In May: The Conversion of the Broad Gauge in Devon and Cornwall in May 1892. A New Account by Roger Langley, p.3; The History of the London, Chatham & Dover Railway, Part Two by G.A. Sekon, p.31; A Christmas Tragedy : Midland Railway No. 48 and the Hawes Junction Disaster, 24th December 1910 by The Reverend Canon Brian Arman, p.61; Wish You Were Here? Railway Postcards of Hertfordshire: GNR & GER Lines in the East by John Alsop, p.65.

Within this volume the late Brian Webb covers Armstrong Whitworth's involvement in the development of diesel traction on the banks of the River Tyne from the beginning of the 20th century until 1937 when the company ceased production of diesel railway motive power. This company was well ahead of its time and was the pioneer of diesel traction with products built in various gauges not only for the home market but for export to such far-away places such as Argentina, Brazil, Ceylon, India and the West Indies. If the company had continued with the development of its products and sales to Britain's railways had been been much greater the history of Britain's railways in the last century would have been very different. This book is rich in the history of Armstrong Whitworth's involvement with diesel traction and includes rare photographs and technical diagrams covering the development of shunters, railcars, railbuses, articulated train sets and main line locomotives and is a welcome addition to the serious railway enthusiast's collection.

Written by one of the consultant engineers closely associated with the restoration of it, this is the first detailed history of the Anderton Boat Lift and, as such, will no doubt be welcomed by civil engineers, transport historians and industrial archaeologists the world over. It is profusely illustrated with over 250 maps, plans and photographs, all of which bear testament to one of the great marvels of 19th century British invention and expertise. '. . . a truly superb book; one of the best that I have seen for a long time.' Hugh Potter, Waterways World The original hydraulic boat lift of 1875, designed by Edwin Clark under the auspices of Edward Leader Williams ( Engineer to the Weaver Navigation Trust), is covered in detail, including its operation. There is a comprehensive chapter, with extensive picture coverage, of the conversion of the lift to electrical operation in 1906-8.

Volume 1 of a two volume history of these most interesting of waterways. Whilst the Aberdare Canal mostly struggled throughout its 88 year existence, the Glamorganshire Canal which it fed into was, for a time, financially the most successful waterway in Britain. Although built on the cheap by the Merthyr ironmasters, it was a triumph of design, a tribute to the ability of its engineer Thomas Dadford. It qualifies as a contour canal, despite the fact it rose some 568 feet in its 25.5 mile length but Dadford's genius was not appreciated by his masters and he left the canal under a cloud. Sadly, today almost all of the routes of both canals have been obliterated due to pressure of space in the narrow valleys they occupied. Heavily illustrated, with a wealth of maps, plans, paintings, prints and photographs, most of which have not previously been published, this promises to be one of the best canal histories ever compiled. Covered are the inception and building of the canals; their architecture, bridges and water supply; the connecting tramroads; the traffic carried; and the ironworks, mines, quarries and other industries they served. Volume 1 covers the Glamorganshire from Merthyr down to Pontypridd and the whole of the Aberdare Canal.