Issue 3 1984 « Previous issue | Next issue »
Edited by Paul Karau and Gerry Beale
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Ex-South Devon Railway 2-4-0T No. 1300 at Hemyock
Cover
Front cover photo
Ex-South Devon Railway 2-4-0T No. 1300 at Hemyock in May 1929
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The Chalford 'Railcar' and the Fate of the Railmotor Shed
p.46
When the Great Western Railway introduced its first railmotor service between Chalford and Stonehouse on 12th October 1903, they began a railway legend which today is still regarded with nostalgia and respect by Cotswold locals and railway enthusiasts alike. The subject is the Chalford railmotor shed, the fate of which is revealed in this article.
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Painting LNWR Locomotives: The Recollections of a Crewe Painter
p.54
Jack Hassall began work in the paint-shop at Crewe Works in 1922. He was employed as an apprentice grade 1 coach painter, that term covering painters both of locomotives and carriages, as in theory the two could be interchanged although they rarely were. This article is an account of the LNWR painting practice he learnt as a boy
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Totnes - May 1892
p.59
Photograph with description of Totnes station taken during the gauge conversion
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Common Light Railway Architecture Part 2
p.60
The second part of an examination of the known work of Arthur Pain, M. Inst.C.E., who was the Engineer of the Swindon and Highworth Light Railway, the Culm Valley Light Railway, the Southwold Railway and the Axminster and Lime Regis Light Railway.
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More on 'S' & 'T' Plates
p.64
Additional information to that provided in Issue 1 (p. 17)
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Idle Thoughts?
p.65
When using Swindon drawings for convertible underframes the author noted that the step end of the coaches were marked "BRISTOL END"
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The West End of Gloucester (G.W.R.) Station
p.65
Photograph with brief description of Standard Goods or '388' class No. 789 passing Gloucester West signal box on freight sometime between 1908 and 1915.
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St. Cross Signal Box
p.69
Situated south of Winchester on the former London and South Western Railway main line to Southampton, the signal box at St. Cross controlled a minor level crossing 67 miles 72 chains from Waterloo. Prior to 1986 control was exercised from the small hut opposite. The signal box remained in service, although at reduced ground frame status, until 1969.
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LNWR Signal Cabins: A Problem Solved - or a Red Herring?
p.71
Chapter 10 of LNWR Signalling explained in detail the design and construction of the standard signal cabins built by the LNWR from 1874 onwards. Practically all signal cabins were built to a series of standard sizes which were given letter designations for reference. All known lists of LNW cabin sizes give size A and B cabins as 6 ft and 9ft square respectively however these sizes cannot be fitted into a backwards or downwards continuation of the series of combinations of standard windows used in the C to U cabins. They can only be reconciled with the standard Webb portable huts which were introduced in 1880.
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LSWR Steam Railmotors Part 1 - Joint Committee No's 1&2 (K11 Class)
p.76
Steam powered carriages for branch line and local service were introduced in this country by W. Bridges Adams on the Bristol & Exeter and Eastern Counties Railways in 1848-9 but failed to gain acceptance. By the turn of the century, however, rising operating costs and competing electric tramways revived interest. The two railcars belonging to the K11 class were ordered in 1902 and withdrawn in 1919.
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Modelling Trees in 4mm Scale
p.81
Bob Barlow describes how he and Iain Rice modelled trees for their 4mm scale East Suffolk Light Railway layout
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Signalling for Lambourn
p.86
Ian Harrison describes how he built the signals for his model of Lambourn station