Monthly Archives: Jun 2024

Steam Railmotors – Part 5 – Articulated Steam Railmotors

Earlier articles in this short series about steam railmotors can be found on these links:

The Earliest Steam Railmotors:

Steam Railmotors – Part 1 – Early Examples.

Dugald Drummond and Harry Wainwright:

Steam Railmotors – Part 2 – Dugald Drummond (LSWR) and Harry Wainwright (SECR)

The GWR Steam Railmotors:

Steam Railmotors – Part 3 – The Great Western Railway (GWR)

Rigid-bodied Railmotors of Different Companies in the first two decades of the 20th century:

Steam Railmotors – Part 4 – Rigid-bodied Railmotors owned by other railway companies

Articulated Steam Railmotors in the First 2 decades of the 20th Century

Jenkinson and Lane comment that although the articulated railmotors were numerically less significant than the rigid type, “the articulated option was to sprout just as many variations, and attracted the attention of a number of eminent locomotive engineers – perhaps because they  looked more like ‘real’ trains. Be that as it may, most of them, however short-lived or unsustainable they may have been, were of more than usually pleasant visual aspect.” [1: p26]

Examples of articulated railmotors were those  of the Taff Vale Railway (TVR), the Lancashire & Yorkshire Railway (L&YR) the South Eastern & Chatham Railway (SECR),  the North British Railway (NBR), the London Brighton & South Coast Railway (LB&SCR), the North Staffordshire Railway (NSR), the Rhymney Railway (RR), the Port Talbot Railway (PTR), the Isle of Wight Central Railway (IWCR), the Glasgow and South Western Railway (G&SWR), and the Great North of Scotland Railway (GNSR).

We have already picked up on the decisions made by Harry Wainwright of the SECR. Others were making the same decisions at roughly the same time. …

The Taff Vale Railway Railmotors

Tom Hurry Riches (1846–1911) “became the Locomotive Superintendent of the Taff Vale Railway in October 1873, and held the post until his death on 4 September 1911. At the time of his appointment, he was the youngest locomotive superintendent in Britain.” [5]

His steam railmotors “were built between 1903 and 1905, … one prototype and three main batches. There were 18 engine units and 16 carriage potions, … permitting stand-by power units to be available. … The pioneer power unit came from the company’s workshops (the last ‘locomotive’ to be built by the TVR in its shops at West Yard, Cardiff) followed by six each from Avonside and Kerr Stuart and a final five from Manning Wardle, the last type being much more powerful than the first three series, which were broadly identical.” [1: p21]

TVR No. 1, used on the Cardiff, Penarth & Cogan section of the TVR. 12 1st class, 40 3rd class passengers could be carried seated. It was built to the design of T. Hurry Riches, © Public Domain. [6]

The first-class compartment of Riches prototype was “furnished with longitudinal seats. The third-class compartment [was] furnished with transverse seats arranged in pairs, divided by a central gang-way. The car underframe [was] constructed of steel, and … carried at one end on an ordinary carriage bogie, the wheels of which [were] Kitson’s patent wood cushioned type; the other end of the car [was] carried on the engine.” [7]

A later view of a TVR Steam Railmotor. Engine No.6 which is in charge of an unidentified carriage portion and a single 6-wheel trailer coach, © National Museum of Wales. [9]

All of the TVR Steam Railmotors had transverse boilers and were driven from rearward-placed cylinders onto an uncoupled front axle. [7]

The Lancashire & Yorkshire Railway Steam Railmotors

The Lancashire and Yorkshire Railway (L&YR) operated two classes of twenty steam railmotors in total. [10]

Kerr Stuart Railmotors

Kerr, Stuart & Co. built 4 Steam Railmotors for the L&YR (2) and the TVR (2) as a single batch in 1905. [10]

One of the 2 Kerr Stuart Steam Railmotors on the L&YR. These shared their design, with transverse boilers, with those that Kerr Stuart built from the TVR. [12]

The locomotive units had transverse boilers … where a single central firebox fed extremely short fire-tubes to a smokebox at each side. … These then returned to a central smokebox and chimney. The outside cylinders were rear-mounted and drove only the leading axle, without coupling rods. The locomotive units were dispatched separately to Newton Heath, where their semi-trailers were attached.” [10][11: p170-171]

Their coaches were semi-trailers, with reversible seats for 48 passengers and electric lighting. There were also a luggage compartment and a driving compartment for use in reverse. Folding steps were provided at each of the two doors on each side. [11: p155] They were built by Bristol Wagon & Carriage Works. [11: p170-171]

Hughes Steam Railmotors

George Hughes (9 October 1865 – 27 October 1945) was …  chief mechanical engineer (CME) of the Lancashire and Yorkshire Railway (L&YR) and the London, Midland and Scottish Railway (LMS). [13].

When the L&YR amalgamated into the LNWR in January 1922 he became the CME of the combined group and was appointed the CME of the LMS on its formation at the 1923 grouping. [13][14]

He retired in July 1925 after only two and a half years at the LMS. [11: p198] He was succeeded by Henry Fowler who had worked with him at Horwich Works before moving to the former Midland Railway’s Derby Works. [15: p38]

Hughes designed a second class of railmotors that were then built at Horwich and Newton Heath, in four batches over five years. They were of the “0-4-0T locomotive + semi-trailer type”, with conventional locomotive boilers. [11: p155, 170-171] In total, 18 power units were made to Hughes specification.

In LMS days, sitting at Horwich Loco Works, this is No 10617 and an unidentified passenger portion. [18]

All were inherited by the London, Midland and Scottish Railway (LMS) in 1923, who numbered the locomotives 10600-17 and gave the trailers separate numbers in the coaching stock series. These were the only self-propelled vehicles numbered in the LMS locomotive series rather than the coaching stock series. The first was withdrawn in 1927, and only one survived by nationalisation in 1948. That railmotor, LMS No. 10617, was withdrawn in 1948 and given the British Railways internal number 50617, but got withdrawn in March of the same year. None were preserved.” [10][16]

The best-remembered of these railmotors was the ‘Altcar Bob’ service from Southport to Barton railway station (also known as ‘Downholland’) (before 1926, it ran to Altcar and Hillhouse) and the ‘Horwich Jerk’ service from Horwich to Blackrod. The latter became the last part of the L&Y System which made use of Hughes Railmotors.[10][16]

Many of the last survivors of these 18 Railmotors ended their lives at Bolton MPD and in their final hours were used on the workmen’s’ trains between that town and the works at Horwich. [17]

South Eastern & Chatham Railway (SECR) Steam Railmotors

These were covered in the 2nd article in this short series:

Steam Railmotors – Part 2 – Dugald Drummond (LSWR) and Harry Wainwright (SECR)

SECR Steam Railmotor No.1 – the first of a second series of six steam railmotors on the SECR. All six in the series were articulated. This steam railmotor operated on the Sheppey Light Railway for a few years before being moved to Tonbridge for the Otford to Sevenoaks service in 1907. In 1910, it went to Dover to serve on the Sandgate route and by 1914 was at the Bricklayers Arms to work the Woodside to Sheldon Road service. It was ‘set aside’ in 1915, © Public Domain. [19][1: p26]

Jenkinson and Lane comment that the SECR was surprisingly a leader in the field. “Harry Wainwright supervised the design of eight beautifully stylish examples in 1904-5.” [1: p26]

Despite determined efforts over the years to improve their efficiency, the Railmotors were non-too-popular and were scheduled for withdrawal in 1914. The war intervened and gave a longer life to some units, but soon after the war they were all set aside, although some survived unused into the grouping era.

Great Northern Railway (GNR) Steam Railmotors

Ivatt, on behalf of the GNR, had six railmotors built in pairs, with similar passenger accommodation but differing in other details. He had them produced “as part of a GNR experiment with self-propelled passenger units and numbered in a new series 1&2, 5&6, 7&8, the missing 3&4 being kept for two proposed petrol engined cars of which … only one was bought.” [1: p28] All six units utilised the underfloor area of the carriage portion to house the water tanks. [1: p28]

Nos. 1&2 were built by the GNR themselvescat Doncaster in 1905, the passenger portions were among the earliest passenger ‘coaches’ to be given full elliptical roofs. “In 1930, the passenger ends were converted to an articulated twin (Nos. 44151-2) but only lasted until 1937 because of damage received in a mishap at Hatfield.” [1: p27]

GNR Railmotor No. 2, © Public Domain. [25]

Nos. 5&6 were built by Kitson and Co. in 1905. The locomotive portion was of very similar design to Nos 1&2. Their passenger bodies were supplied by Birmingham Carriage and Wagon Works. They had the traditional flatter roofs which tied in with the profile of the roof of the engine portions. [1: p28]

Kitson built GNR Railmotor No. 6 standing at King’s Cross engine shed in 1924, © Public Domain. [25]

Nos. 7&8 were built by Avonside with carriage bodies from Bristol Carriage and Wagon Works. The Avonside locomotive portion was rather bulky (Jenkinson and Lane describe it as ‘brutish’ [1: p28]) and was soon remodelled because maintenance was hampered by an engine casing which cloaked most of the fitments. The passenger portions of these units were converted to another pair of articulated carriages (Nos. 44141-2) which survived until they were condemned in 1958. They “worked the Essendine- Bourne branch until 1951 and afterwards in such widespread like captions as Mablethorpe, Newcastle-Hawick and finally Bridlington-Scarborough.” [1: p28]

GNR Railmotor No. 8, before remodelling. The engine casing on these units, was removed as early as 1907, © Public Domain. [26][1: p28]
Avonside built GNR Railmotor No. 7, after the engine portion was remodelled, is standing at Louth in 1910, © Public Domain. [25]

These railmotors lasted in service until 1917 when they were set aside. After the grouping, the LNER saw little use for the units and as noted above “the carriage parts were converted into articulated ‘twins’ … And the engine portions [were] withdrawn. ” [1: p28]

Articulated twin set Nos. 44141 & 2, built from GNR  Railmotors Nos. 7&8 sitting at Bourne Station in 1951, © Public Domain. [25]

Steam Railmotors on the London Brighton & South Coast Railway (LB&SCR)

Jenkinson and Lane say that the LB&SCR and the North Staffordshire (see below) articulated steam railmotors had much in common, both being built by Beyer Peacock in 1905-6.[1: p30][21: p62] “They displayed a sort of cross-bred powered end, partially enclosed but with smokebox front and chimney projecting in a rather quaint fashion beyond the ‘cab’ –  probably very practical for cleaning purposes. The engine portions were identical on both railways but the carriage portions displayed different styling – those of the Brighton line being rather neater. Fortunately, … both types were reasonably well recorded photographically, especially those of the NSR.” [1: p30]

The LB&SCR examples did not seem to be well received and only lasted for a few years, albeit not being formally withdrawn for some time. [1: p30]

Both companies’ railmotors, by comparison with other articulated railmotors, were rather ungainly looking with a sort of tramcar-like passenger part. [1:p30]

LB&SCR Steam Railmotor No. 1 when brand new in 1905. The carriage bodywork was built by the Electric Railway and Tramway Carriage Works of Preston, Lancashire. It did not match the normal company stock of the time but appears quite stylish. Jenkinson and Lane tell us that after the unit was formally withdrawn in 1919, it was sold, in November 1919, to the Trinidad Government Railways. This image was shared on the Ferrovias & Trens Facebook Page on 23rd January 2022. It is a Southern Railway Official Image. [20][1: p30]

The pair of steam railmotors “were stationed at Eastbourne and St Leonards and ran services on the East and West Sussex coast lines. They were both loaned to the War Department in 1918/19 before being sold to the Trinidad Government Railway. [21: p67] There they have never been put in operation. One of the coach parts was converted into the Governor’s saloon and the other into a second class carriage.” [2][22]

North Staffordshire Railway Steam Railmotors (NSR)

As we have already noted, the three [1:p9][23] steam railmotors owned by the NSR were built by Beyer Peacock in 1905-6. Jenkinson and Lane comment that, given their longer active lives, (the three NSR examples ran until 1922), “they must have generated a bit of revenue during the 16 years or so before they went the way of the rest.” [1: p30]

Three steam railmotors were built for the North Staffordshire Railway by the United Electric Car Company which originated as the Electric Railway and Tramway Carriage Works Ltd. in the East Works buildings, Preston, in 1897. These were very similar to the Railmotors Beyer Peacock supplied to the LB&SCR. [24] Jenkinson and Lane note the strong visual locomotive similarities to the Brighton cars and remark on the somewhat less stylish bodywork of the set. [1: p31]

Rhymney Railway (RR) Steam Railmotors

After Tom Hurry Riches moved to the Rhymney Railway he had Hudswell Clarke build a pair of railmotors for the RR. They consisted of an 0-4-0 engine portion semi-permanently articuled with a 64-passenger coach. T. Hurry Riches designed the combination, contracting with Cravens Ltd of Sheffield to build the passenger coaches. All seating was designed for third class and was divided between smoking and non-smoking sections. [27]

Rhymney Railway Steam Railmotor No. 1, © Public Domain. [32]

In 1911, RR No. 1 “was converted to an independent, mixed-traffic tank locomotive that operated chiefly between Rhymney Bridge, Ystrad Mynach, and Merthyr with four six-wheel coaches. At that time, No. 2 still ran on the Senghenydd branch.” [27]

Port Talbot Railway and Docks Co. (PT&DR) Steam Railmotor

The Port Talbot Railway Railmotor was the largest of the Steam Railmotors and had a six-coupled power section. [31]

Port Talbot Railway and Docks Company (PT&DR) owned a single rigid-bodied steam railmotor, numbered No.1. The GWR persuaded the PTR&DR to purchase it. Tenders were submitted by 15 companies “and a joint tender from Hurst, Nelson & Co. Ltd and R. & W. Hawthorn, Leslie and Company was accepted and the vehicle was delivered in early 1907. This was the largest steam railmotor ever to run in the UK. it was 76 ft 10 in (23.42 m) long, and the bodywork was metal, that covering the engine fashioned to match the carriage. Retractable steps were fitted under each of the four recessed passenger doors, although the steps were later fixed in position.” [28][29]

Hawthorn Leslie built two steam railmotors for use in Great Britain, and at least one for abroad. [30]

The locomotive was six-coupled with 3 ft diameter wheels; it had a conventional boiler with the firebox leading, 12 by 16 inch cylinders and a boiler pressure of 170 psi and a tractive effort of 9,792 lbs.” It was designed with a trailing load in mind. [28]

It was the only Steam Railmotor in the UK to have a six-coupled power section. [1: p9]

This Railmotor passed through GWR hands to the Port of London Authority (PLA). In 1915, the GWR moved it to their Swindon works then in 1920 it became PLA No.3. It remained in service until the North Greenwich branch of the PLA closed and was scrapped in 1928. [28]

Isle of Wight Central Railway (IWCR) Steam Railmotor

The Isle of Wight Central Railway had a single Railmotor which was built in 1906 by R.W. Hawthorn (engine) and Hurst, Nelson & Co. of Motherwell (carriage). Jenkinson and Lane tell us that this railmotor was delivered in-steam from Hurst, Nelson & Co. works to Southampton Docks.

This advertisement for R. & W. Hawthorn, Leslie and Company Ltd’s Forth Banks locomotive works (Newcastle-on-Tyne, England) is on display at the Head of Steam Railway Museum in the former Darlington North Road railway station in Durham County. The featured vehicle is Isle of Wight Central Railway (IWCR) steam railmotor No. 1. [33]

Once on the island, the railmotor took up duties on “the Merstone to Ventnor Town service, and then transferred to the Freshwater line in 1908. Although highly regarded in terms of economy, … it was … prone to oscillation and … ‘laid aside’ in November 1910.” [1: p34]

Once the railmotor was placed out of service, the two parts of the railmotor were repurposed. The carriage entered the regular coaching stock of the railway (with an added bogie). The engine “was given a small bunker and was used at Newport for occasional shunting, before being sold in 1918.” [1: p34] It was sold to Furness Shipbuilding, Haverton Hill and became their  No. 8.

Glasgow & South Western Railway (G&SWR) Steam Railmotors

The G&SWR had three steam railmotors on its books which lasted in service until 1917. Two to one design and the third to a slightly different design.

No. 1 and No. 2 were built at Kilmarnock in 1904. The ‘side tanks’ were used to carry coal with water carried in a 500 gallon well tank. These units were used on the Catrine branch shuttle to Mauchline and from Ardrossan to Largs and Kilwinning. [1: p34-5]

The only image that I have found of Railmotors No. 1 and No. 2 is a copyright protected thumbnail image. It can be seen by clicking here. [34]

No. 3 was not strictly a steam railmotor as the engine and carriage were close-coupled rather than articulated. Jenkinson and Lane winder whether it should be included within the scope of a book about railmotors but decide to include it because “it was designed as an integrated concept … Intended for the Moniaive branch on which one of the G&SWR railmotors certainly ran.” [1: p35]

Great Northern of Scotland Railway (GNSR) Steam Railmotors

The two GNSR railmotors had some unique design features – patented boilers and hemispherical fireboxes. They were, however, not a success and they were withdrawn after just a few years. [1: p34]

A GNSR Railmotor unit. The two portions of the railmotor appear to be engine No. 29 and coach No. 31, © Public Domain. The photo was carried in The Railway Magazine of October 1905, No. 100, p330. [36]

The two articulated units were designed by Pickersgill and built by Andrew Barclay & Co. of Kilmarnock and powered by vertical boilers made by Cochran & Co. of Annan. They entered service on the Lossiemouth and St. Combs branches in 1905. [35]

The boilers were new to locomotive work but of a type well-known in other fields. 10 in. x 16 in. cylinders were placed just ahead of the rear bogie wheels and drove on to the leading axle. Walschearts valve gear was used. The 4 wheels  of the power unit were 3 ft. 7in. diameter. [35]

A small bunker attached to the front of the coach body formed the back of the cab and held 15 cwt. of coal. Underneath the leading end of the coach there was a 650-gallon water tank.

The coach portion of the rail motor consisted of a long passenger compartment and a small compartment at the rear end, with doors for ingress and egress of passengers, also serving as a driving compartment when the unit was being driven from that end. The passenger compartment was 34 ft. 7in. long and seated 45 while the overall length of the car was 49 ft. 11 ½ in. and the total weight 47 tons. [35]

The two engine units were numbered 29 and 31, (Barclay’s numbers 1056-7). The coaches were Nos. 28 and 29. Unit 29/28 went to work on the St Combs Light Railway on 1st November 1905, and 31/29 started working on the Lossiemouth branch on the same day.” [35]

The two units were not a success and “in the course of time the engine units were detached from the coaches and used as stationary boilers. Here they were apparently more successful; on the line they were dreadfully noisy and the boilers would not steam properly, and the hopes of their designer were not realized.” [35]

References

  1. David Jenkinson & Barry C. Lane; British Railcars: 1900-1950; Pendragon Partnership and Atlantic Transport Publishers, Penryn, Cornwall, 1996.
  2. https://en.m.wikipedia.org/wiki/British_steam_railcars, accessed on 14th June 2024.
  3. R.M. Tufnell; The British Railcar: AEC to HST; David and Charles, 1984.
  4. R.W. Rush; British Steam Railcars; Oakwood Press, 1970.
  5. https://en.m.wikipedia.org/wiki/Tom_Hurry_Riches, accessed on 19th June 2024.
  6. https://commons.m.wikimedia.org/wiki/File:Taff_Vale_railmotor_(Rankin_Kennedy,_Modern_Engines,_Vol_V).jpg, accessed on 19th June 2024.
  7. http://www.penarth-dock.org.uk/09_04_090_02.html, accessed on 19th June 2024.
  8. The Taff Vale Railmotor, in the Railway Magazine, February 1904; via http://www.penarth-dock.org.uk/09_04_090_02.html, accessed on 19th June 2024.
  9. National Museum and Galleries of Wales – Amgueddfa Cymru — National Museum Wales – archive; included in Mountfield & Spinks; The Taff Vale Lines to Penarth; The Oakwood Press; via http://www.penarth-dock.org.uk/09_04_090_02.html, accessed on 19th June 2024.
  10. https://en.m.wikipedia.org/wiki/L%26YR_railmotors, accessed on 19th June 2024.
  11. John Marshall; The Lancashire & Yorkshire Railway. Vol. 3: Locomotives and Rolling Stock; David & Charles, Newton Abbot, 1972.
  12. https://www.railforums.co.uk/threads/lancashire-and-yorkshire-hughes-rail-motors-running-backwards.222458, accessed on 19th June 2024.
  13. https://en.m.wikipedia.org/wiki/George_Hughes_(engineer),accessed on  19th June 2024.
  14. George Hughes; in Grace’s Guide to British Industrial History. Archived from the original on 20th June 2017 and retrieved 22nd August 2019, accessed via https://en.m.wikipedia.org/wiki/George_Hughes_(engineer),accessed on  19th June 2024.
  15. Patrick Whitehouse & David St. John Thomas; LMS 150; David & Charles, Newton Abbot, 1987.
  16. G. Suggitt; Lost Railways of Lancashire; Countryside Books, Newbury, 2003.
  17. https://wp.me/pwsVe-R1, accessed on 19th June 2024
  18. https://www.ebay.co.uk/itm/275193815724?mkcid=16&mkevt=1&mkrid=711-127632-2357-0&ssspo=yXJFhbJMSuC&sssrc=4429486&ssuid=afQhrar7TGK&var=&widget_ver=artemis&media=COPY; accessed on 19th June 2024.
  19. https://www.southeasternandchathamrailway.org.uk/gallery.html, accessed on 19th June 2024.
  20. https://www.facebook.com/ferroviastrens1/photos/a.162504877245931/2159328897563509/?type=3&mibextid=rS40aB7S9Ucbxw6v, accessed on 19th June 2024.
  21. D.L. Bradley; Locomotives of the London Brighton and South Coast Railway. Part III.; Railway Correspondence and Travel Society Press, London, 1974.
  22. Locomotives of the Trinidad Government Rlys; in Locomotive Magazine and Railway Carriage and Wagon Review, Vol. 42 No. 522, 15th February 1936, p53–55. Archived from the original on 28th January 2023. Retrieved 19 September 2023, accessed via https://en.m.wikipedia.org/wiki/British_steam_railcars, on 20th June 2024.
  23. https://www.nsrsg.org.uk/chronology.php#NSR, accessed on 20th June 2024.
  24. https://redrosecollections.lancashire.gov.uk/view-item?i=214678&WINID=1718865502724, accessed on 20th June 2024.
  25. https://www.lner.info/locos/Railcar/gnr_railmotor.php, accessed on 20th June 2024.
  26. https://x.com/SleeperAgent01/status/1280269864175894529?t=FyeWO8DJP5xUPrL5hnbaqg&s=19, 20th June 2024.
  27. https://www.steamlocomotive.com/locobase.php?country=Great_Britain&wheel=0-4-0&railroad=rhymney, accessed on 20th June 2024.
  28. https://en.m.wikipedia.org/wiki/Port_Talbot_Railway_and_Docks_Company, accessed on 18th June 2024.
  29. Robin G Simmonds, A History of the Port Talbot Railway & Docks Company and the South Wales Mineral Railway Company, Volume 1: 1853 – 1907, Lightmoor Press, Lydney, 2012
  30. http://www.britishtransporttreasures.com/product/r-w-hawthorn-leslie-co-ltd-catalogue-section-steam-rail-motor-coaches, accessed on 18th June 2024.
  31. https://www.gracesguide.co.uk/File:Im1963EnV216-p221.jpg, accessed on 18th June 2024.
  32. https://x.com/DamEdwardurBoob/status/1051567390251597824?t=q01zKvK-GVPLXT7ilVlYaA&s=19, accessed on 20th June 2024.
  33. https://pin.it/35Lh0CRNz, accessed on 20th June 2024.
  34. https://www.mediastorehouse.com.au/mary-evans-prints-online/glasgow-motor-carriage-603697.html, accessed on 20th June 2024.
  35. https://steamindex.com/locotype/gnsr.htm#:~:text=Steam%20rail%20motors%2Frailcars%20(Pickersgill%2FAndrew%20Barclay)&text=These%20units%20consisted%20of%20a,on%20an%20ordinary%20coach%20bogie., accessed on 20th June 2024.
  36. https://commons.m.wikimedia.org/wiki/File:GNSR_steam_railmotor_(Railway_Magazine,_100,_October_1905).jpg, accessed on 20th June 2024.

Steam Railmotors – Part 4 – Rigid-bodied Railmotors owned by other railway companies

A number of different companies bought into the trend of utilising railmotors. Rigid-bodied examples were used as we have already noted, by the LB&SR/LSWR. Please see:

Steam Railcars – Part 2 – Dugald Drummond (LSWR) and Harry Wainwright (SECR)

The LNWR built six in 1905-7 and a more powerful unit with a dedicated trailer in 1910. Jenkinson and Lane describe these as being “undeniably stylish – probably more so than any others, save perhaps for those of the Furness and Great Central Railways.” [1: p15-16] The Furness Railway had two Railmotors, the Great Central had three. [1: p9]

The Midland Railway had two Railmotors. [1: p9] These units were what encouraged me to look at the railmotors throughout the UK as a model of one of these units was built in O-Gauge by my late father-in-law, in LMS livery. More about this later.

Somewhat later in the 20th century, after the grouping of railway companies the LNER and the LMSR looked at the possibility of using rigid-bodied steam railmotors. The technological improvements available by the 1920s meant that steam railmotors were worth the investment, particularly for routes most suited to their use. These will be considered in a later article in this series.

The LNWR’s Steam Railmotors

The LNWR Railmotors were elegantly designed. This postcard view shows one (possibly No.1)  standing at Bicester Station, © Public Domain. [6]

Between 1905 and 1907, the LNWR built six rigid-bodied steam railmotors with a powered bogie that could be removed via double doors at the front end.  They could accommodate 48 passengers, all in third class. “The cars were fitted with electric lighting, and there was electric bell communication from the rear driving position and the footplate. All six were absorbed into the LMS fleet in 1923 and one, No. 3, survived to be nationalised in 1948, being withdrawn in February that year.” [2][4: p57-59]

Jenkinson and Lane say that “the LNWR cars were especially well built and were technically interesting by way of employing an inside-cylindered power unit. This certainly made them less grotesque when seen in motion from the outside, and almost certainly made them more comfortable in ride quality, if only because the cylinders were nearer to the carriage centre line. They also lasted better than most and even the ruthless LMS style of management found use for them until the late 1920s/early 1930s. One lasted (just) until BR days, and when it was withdrawn from the Moffat branch of the old Caledonian Railway in 1948, it had become the final survivor of any of its kind in Great Britain.” [1: p16]

The Furness Railway Railmotors

One of two steam railmotor sets which entered service on the Furness Railway in 1905. This image of FR Railmotor  No. 1 and it’s trailer car No. 123 was shared by the Furness Railway Trust on their Facebook Page on 1st July 2014. [20]

In 1905, the Furness Railway (FR) had two steam railmotors built. “Designed by W.F. Pettigrew, they were built at Barrow Works. The four-coupled railmotor cars were for use on the FR’s Coniston and Lakeside branches. Set No.2 was written off early in it’s career after a rumoured encounter with a buffer-stop, its classmate No.1 was withdrawn after some nine or ten years’ service on account of excessive vibration.” [20]

Jenkinson and Lane talk of the two railmotor sets as being “a highly attractive pair of steam railcars with equally good looking four-wheel trailers. … The clerestory form (for the passenger areas only) was distinctly unusual for a steam railcar.” [1: p18] Both were out-of-service by 1914.

The Great Central Railway Railmotors

GCR Steam Railmotor No. 1. The GCR owned three of these rigid-bodied units. [19]

Jenkinson and Lane have one photograph (of No. 1, at Barton Station presumably working the Barton-New Holland service) and a drawing at 4mm =1ft. [1: p18] They comment that, “the three Great Central railcars of 1904-5 were stylish units which bore a striking similarity to LNWR cars and also carried a slight hint of the contemporary locomotive hauled stock of the GCR in their visual lines. … In the brown and french grey livery of the period, the three railcars made a handsome sight.” [1: p18]

A Kent & East Sussex Railmotor

K&ESR No. 16, a four-wheeled railmotor, built in 1905 by R.Y. Pickering & Co. Ltd., © Public Domain. [7]

The K&ESR had one rigid-bodied four-wheeled steam railmotor. It had a steam motor. It had a high speed steam engine together with a form of gearing.  Built in 1905 by R.Y. Pickering, “this could seat 31 passengers, but suffered poor ride quality and was taken out of use. It remained on the stock list when the railway was nationalised in 1948.” [2] [4: p110]

The Midland Railway Railmotors

Two different images of Midland Railway Steam Railmotors carried by Grace’s Guide. These two images come from different sourçes but may be of the same Railmotor which served on the line between Morecambe and Heysham. [16][17]

The Midland Railway only had two [14] early Steam Railmotors which were numbered 2233 and 2234. Jenkinson and Lane tell us that they “were not the best of their kind, either in technicalities or appearance. Their outside styling was vaguely reminiscent of the Midland’s turn of the century square panelled stock, but without the famous clerestory and the first power units were unreliable and had to be changed. The interiors displayed unpleasant pierced plywood seating whose comfort is best left to the imagination. However, one was converted into an officers’ saloon and as such, rescued by the NRM.” [1: p16]

The Midland Railway steam railmotors were in service only from 1904 until 1907 on the Morecambe to Heysham line. “The Heysham to Morecambe line was electrified on 13th April 1908, extended to Lancaster Green Ayre on 8th June 1908 and to Lancaster Castle on 14th September 1908.” [18] No.2234 was stored until 1917 when the boiler and engine were removed. It was converted by the Midland Railway to become an officer’s saloon for directors and officials. It was hauled by a conventional locomotive across the Midland network when lines needed inspecting, or special visits were made. [15]

It was preserved in 1968 and became a holiday home in Machynlleth until the National Railway Museum bought it in the late 1970s. It is mahogany and teak and the ‘rooms’ are as they were when it was an officers’ saloon.” [15]

Some years ago now, my father-in-law built an O-Gauge model of one of the Midland Steam Railmotors. He painted it in LMS livery. These next few pictures show the model which now sits in a display case in our lounge. It was this model which provoked my reading around the different steam railmotors which were in use in the early 20th century.

Three photographs of the O-Gauge model of a Midland Steam Railmotor which is on display in our lounge. [My photographs, 18th June 2024]

The Barry Railway Railmotors

Barry Railway Railmotor No. 2, unknown photographer, licenced for use here under a Creative Commons Licence (CC0 1.0 Universal Public Domain Dedication)  Barry Railway Steam Railcar No. 1 and 2 were built in 1904 by NBL and R.Y .Pickering, They were rebuilt as  two bogie composite carriages in 1914. [12]

The Barry Railway purchased two steam railmotors from the North British Locomotive Co; “they were very similar to contemporary GWR railmotors. It ran the motor cars between Pontypridd and Cardiff via Tynycaeau Junction and St.Fagans. The service started on 1st May 1905, with the steam railmotors intermingled with conventional trains.” [13]

Warwickshirerailways.com displays a photograph of one of these two Railmotors after conversion to Auto-Trailer No. W4303 sitting in a siding at Widney Manor Railway Station in 1952. The webpage can be found here:

https://www.warwickshirerailways.com/gwr/gwrwm2627.htm

The webpage notes that the auto-coach started life as one of the two Steam Railmotors which were “built jointly by R.Y. Pickering & Co of Wishaw (near Glasgow) and the North British Locomotive Co. (Atlas Works, Glasgow) for the Barry Railway in 1905. R.Y. Pickering furnished and fitted the coach bodywork, while the North British provided the power unit – a vertical steam boiler and coupled four wheeled bogie with outside cylinders. The Steam Railmotor which would eventually become coach No W4303, was numbered No 2 by the Barry Railway. In 1914 both of the steam rail motors were converted at the Barry carriage repair shops into composite trailer coaches. This trailer coach was numbered No 178 and was recorded as having 12 second class and 56 third class seats. In 1921, No 178 together with the other trailer (No 177 converted from Steam Railmotor No 1) were regularly being used together on Barry to Bridgend services via the Vale of Glamorgan Line.” [13]

References

  1. David Jenkinson & Barry C. Lane; British Railcars: 1900-1950; Pendragon Partnership and Atlantic Transport Publishers, Penryn, Cornwall, 1996.
  2. https://en.m.wikipedia.org/wiki/British_steam_railcars, accessed on 14th June 2024.
  3. R.M. Tufnell; The British Railcar: AEC to HST; David and Charles, 1984.
  4. R.W. Rush; British Steam Railcars; Oakwood Press, 1970.
  5. https://victorianweb.org/victorian/technology/railways/locomotives/27.html, accessed on 16th June 2024.
  6. https://commons.m.wikimedia.org/wiki/File:Bicester_Town_railway_station.jpg, accessed on 18th June 2024.
  7. https://commons.m.wikimedia.org/wiki/File:KESR_steam_railcar_16_built_1905.jpg, accessed on 18th June 2024.
  8. Not used.
  9. Not used.
  10. Not used.
  11. Not used.
  12. https://commons.m.wikimedia.org/wiki/File:Barry_Railway_Steam_Railcar_1904.jpg, accessed on 18th June 2024.
  13. https://en.m.wikipedia.org/wiki/Barry_Railway_Company, accessed on 18th June 2024.
  14. Rush mentions one [4], Jenkinson lists 2 units in a summary table [1: p9]
  15. Sam Hewitt: Can We Also Save Midland Railway Steam Railmotor? In Heritage Railway Magazine, January 2019; via https://www.heritagerailway.co.uk/6651/can-we-also-save-midland-railway-steam-railmotor, accessed on 18th June 2024.
  16. https://www.gracesguide.co.uk/File:Im1904EnV98-p204a.jpg, accessed on 18th June 2024.
  17. https://www.gracesguide.co.uk/File:Im1963EnV216-p151a.jpg, accessed on 18th June 2024.
  18. https://glostransporthistory.visit-gloucestershire.co.uk/electrif.htm, accessed on 18th June 2024.
  19. https://www.prints-online.com/inst-mechanical-engineers/steam-rail-motor-coach-1-5082715.html, accessed on 18th June 2024.
  20. https://www.facebook.com/furnessrailwaytrust/photos/a.220682561319601/697678023620050/?type=3&app=fbl, accessed on 18th June 2024.

Steam Railmotors – Part 3 – The Great Western Railway (GWR)

After borrowing a LSWR railmotor/railcar in the early years of the 20th century and running trials between Stroud, Chalford and Stonehouse on the ‘Golden Valley Line’, the GWR embraced this new technology. In fact, out of a total of 197 purpose-built steam railmotors/railcars built in the period from 1902 to 1911 across the UK, the GWR had 99 and was by far the largest user. [1: p9] These 99 units “represented the only truly serious attempt by a major British company to persevere with this particular solution to the fundamental operating problem.” [1: p13]

The GWR separated its Railmotors into 2 different types: ‘Suburban’ and ‘Branch line’. The principal difference being the provision of a luggage compartment on those designed for branch line use which was not provided in those intended for suburban use. The first 16 units built did not have luggage space and were designated ‘suburban’. [6]

The majority of the GWR Railmotors were rigid framed with no articulation. Just two exceptions were articulated (No. 15 and No. 16). The remaining examples fell into two different variants. The first had an austere slab-sided appearance with matchboard side panels below the waist. They were flat-ended, as can be seen below. “Two ‘prototypes’ were built in 1903, followed by the main batch in 1904 (Nos. 3-14, 17-28).” [1: p13]

One of two ‘prototypes’, GWR Railmotor No. 1 at Stonehouse, © Public Domain. [7]
Manufacturers photograph of GWR Railmotor No. 1 © Public Domain, NRM Collection. [8]

Later GWR Railmotors (Nos. 29-99) were built between 1905 and 1908, were bow-ended and were of a much more attractive design. They had higher waist-lines than contemporary locomotive-hauled coaching stock on the GWR and retained those lines when ultimately converted to auto-trailers. [1: p13]

Restored Great Western Railway steam railmotor No. 93 at Norton Fitzwarren during a visit to the West Somerset Railway, © Geof Sheppard and licenced for use here under a Creative Commons Attribution-Share Alike 4.0 International Licence (CC BY-SA 4.0), 25th March 2013. [6]
Another view of GWR Railmotor No. 93, this time at Didcot Railway Centre, © S P Smiler, cropped by Edgepedia and included here under a Creative Commons Licence (CC0 1.0 Universal Public Domain Dedication), 22nd August 2012. [10]
GWR Railmotor No.45 at Penzance in circa. 1915, © Public Domain. [6]

The GWR Railmotors were generally successful in developing patronage on the lines where they were used. Often generating sufficient traffic to warrant the provision of a passenger trailer car.

The first trailer built had the same flat-ended design as the early GWR Railmotors. The remaining trailers were built to the bow-ended format.

Gibbs tells us that “Such was the demand for trailers that in 1906 existing selected coaching stock was introduced to the conversion programme. Conversion was applied to six 1890s clerestory and two four-wheelers dating back to the 1870s, the 1870s-1900s supplying some of the first conversions, with demand increasing and later periods supplying more examples for conversion, each with varying seating patterns and internal format. Thus the two four-wheel, 28.5ft-long 1870 versions were running with the new 70ft latest additions to the fleet.” [9]

The design of the GWR Railmotors had not anticipated their success. While being adequately powered as single cars they were generally, particularly which had anything but shallow gradients, “incapable of pulling an extra trailer to carry the new customers which their success had generated.” [1: p13]

Inevitably, when passenger loads increased, alternatives to the Steam Railmotors had to be found. “The emerging ‘auto train’ was showing its usefulness and adaptability. Thus we find that, from 1915, the steam railmotors themselves were on the downward path to becoming trailers, and a serious conversion programme was initiated. These were dealt with year by year in varying sized batches, not strictly in order of age, but the match-boarded designs preceded those of wood-panel format, and it will be noted that conversions were not applied to all railmotors and nor were such activities an annual event.” [9]

Generally, the powered-bogie end of each unit was converted to a luggage compartment while the drivers position at the other end of the unit was retained “with controls for regulator and brakes connected through to the tank locomotive, suitably modified.” [9]

GWR Articulated Steam Railmotors

As we have already noted, the vast majority of GWR Steam Railmotors were rigid-bodied. Just two (GWR Nos 15 and 16) were articulated.

Articulated units had the advantage of being relatively easily separated for maintenance purposes and allowed for the possibility of providing more powerful locomotive sections. Throughout the UK, where articulated Railmotors were provided the locomotive section looked more like a small standard locomotive.

Often, additional power units were purchased to allow the immediate replacement of a unit in need of maintenance. An example of this practice was the deployment of articulated railmotors on the Taff Vale Railway. The Taff Vale railmotors were built between 1903 and 1905 “in the form of one prototype and three main batches. There were 18 engine units and 16 carriage portions, thus permitting stand-by power units to be available. …  The pioneer power unit came from the company’s own workshops (the last ‘locomotive’ to be built by the TVR in its shops at West Yard, Cardiff), followed by six each from Avonside and Kerr-Stuart and a final five from Manning Wardle.” [1: p21]

GWR Steam Railmotors No. 15 and 16 were ordered from Kerr Stuart. They were built in 1905 to Kerr Stuart’s design. Bristol Wagon and Carriage Company were subcontractors, providing the bodywork for each unit. [1: p32] There being only two units, exchangeable power sections was not an option fiscally.

In 1920 No. 15 was sold by the GWR to J.F. Wake and sold on, in 1921, to the Nidd Valley Light Railway (NVLR). [1: p32]

Ex-GWR steam railmotor No. 15 was known as ‘Hill’ on the NVLR. This image shows the railmotor alongside the signal box at Pateley Bridge where the NVLR made connection to the NER branch from Harrogate via Ripley Junction. The NVLR was wholly owned by Bradford Corporation Waterworks and operated in connection with the construction of new reservoirs at the head of Nidderdale. The power unit on both GWR Nos. 15 and 16 had a transverse boiler. This feature was retained after transfer onto the NVLR. The sliding screens visible at the top of the driver’s access onto the footplate were a post-GWR alteration, © Public Domain. [11][1: p32]

References

  1. David Jenkinson & Barry C. Lane; British Railcars: 1900-1950; Pendragon Partnership and Atlantic Transport Publishers, Penryn, Cornwall, 1996.
  2. https://en.m.wikipedia.org/wiki/British_steam_railcars, accessed on 14th June 2024.
  3. R.M. Tufnell; The British Railcar: AEC to HST; David and Charles, 1984.
  4. R.W. Rush; British Steam Railcars; Oakwood Press, 1970.
  5. https://victorianweb.org/victorian/technology/railways/locomotives/27.html, accessed on 16th June 2024.
  6. https://en.m.wikipedia.org/wiki/GWR_steam_rail_motors, accessed on 17th June 2024.
  7. https://didcotrailwaycentre.org.uk/zrailmotor93/history/pictures/sub_gubbins.html, accessed on 17th June 2024.
  8. https://www.nrmfriends.org.uk/post/motoring-in-1903, accessed on 17th June 2024.
  9. Ken Gibbs; The Steam Railmotors of the Great Western Railway; The History Press, Cheltenham, 2015.
  10. https://commons.m.wikimedia.org/wiki/File:GWR_Steam_Railmotor_No_93_At_the_Didcot_Railway_Centre,_cropped.jpg, accessed on 17th June 2024.
  11. https://www.flickr.com/photos/29903115@N06/51337152220, accessed on 17th June 2024.

Romans 1: 16-32 – Paul’s Discussion Considered

Interpreting what the Bible says requires an approach which looks carefully at the context. Both literary and community contexts are always important. So, before considering particular verses in Romans 1, we need to look at the wider narrative context.

The letter to the church in Rome is Paul’s longest letter, and his most intricate argument. Many have seen it as a complete overview of Christian doctrine, but others feel Paul was dealing with a very specific issue as the ex-Jewish rabbi who became the ‘Apostle to the Gentiles’.” [2] As Graeme Codrington explains: “The view of Romans as a systematic theology has always been problematic, especially in how to integrate chapters 9 – 11 into the flow of the book. Any explanation of the purpose of the letter must result in a consistent exegesis that makes sense of the whole letter. And seeing it a summary of the Gospel does not achieve this.” [2]

So what might Paul be doing in the early chapters of the Epistle to the Romans? And indeed, throughout the whole of the epistle?

It seems to me that the traditional reading of Romans 1, that sees homosexual activity as part of a decent into immorality and, along with other things, a sign that God has abandoned people into the sin that they have chosen, is not an unreasonable initial reading of the immediate text of Romans 1: 16-32. A caveat to this comment must be that the verse which immediately follows this passage (Romans 2: 1) begs a question regarding Paul’s purpose in writing as he does in Romans 1: 16-32 and in the whole of the epistle. Is Paul, in some way, responding to Jewish views about Gentiles?

If these verses express Paul’s consider opinions, they might be better read as Paul having a specific set of excessive sinful behaviours in mind, rather than just homosexuality in general. A better reading of Romans 1: 16-32, is to see Paul speaking to a group of people who have “taken their sexuality to excess and gone against nature, descending into sexual depravity.” [2] In addition, it seems that the traditional reading of these verses fails to consider fully, given the ‘therefore’ of Romans 2: 1, the wider context of Paul’s concerns and hence his careful argument in the letter to the Romans. If either of these questions has some merit, then, as well as seeking to understand what particular excesses Paul is speaking of, we need to:

  • take time to understand exactly who is being talked of;
  • carefully ask whether this is Paul’s thinking, or whether he is effectively quoting others before then going on to comment on their beliefs, and if so, who they might be, and why might Paul be doing so;
  • think about what having ‘gone against nature‘ means.

Graeme Codrington comments that, “most scholars believe that Paul was mainly addressing the issue of Jews and Gentiles and how they were to integrate in the New Testament era. He uses the central theme of covenant and God’s faithfulness and righteousness in covenant relationship to us as his main argument.” [2]

He quotes N.T. Wright as saying that Romans is primarily, “A Jewish Theology for the Gentile world, and a welcome for Gentiles designed to make the Jewish world jealous. … The creator/covenant god has brought his covenant purpose for Israel to fruition in Israel’s representative, the Messiah, Jesus…. The actual argument of Romans, the ‘poetic sequence’ of the letter, relates to this underlying ‘narrative sequence,’ that is, the theological story of the creator’s dealings with Israel and the world, now retold so as to focus on Christ and the Spirit.” [1]

“In fact,” Codrington continues, “Wright goes further to suggest that Paul’s specific reason for writing the letter to church in Rome was to ensure that Jews and Gentiles in Rome worked together and acted as a unified church, in order to provide a base for his missionary activities in the West. This is a very compelling reading of the whole letter.” [2]

In the first of a series of articles about Romans, Daniel Castello explains it as follows:

“Here in the Epistle to the Romans, [Paul] is advocating something that earlier in his life he would have found detestable: the inclusion of the Gentiles in Israel. What a turn of events! When Paul says he is crucified with Christ, he is not just saying something platitudinous; he speaks this way out of a reality, one that undoubtedly causes him shame, inspires within him humility, and perhaps creates within him sympathy for his fellow Jews. And yet this gospel occasioned for Paul tortuous forms of physical hardship and persecution (including stonings and lashes).

These many features of his background led him to consider his apostleship with dedication and passion. At one point, he was persecuting fellow Jews for their beliefs in Jesus as Messiah; later, he became the greatest advocate for Gentile Christians among his fellow Jewish Christians. The shift was difficult for onlookers to believe and difficult for Paul to bear. The Jewish-Christian interface is not something that Paul talks about simply; it is the very stuff of his life.” [6]

Paul probably wrote to the Roman church from Corinth. The epistle is dated AD late 55 to early 57. Some textual variants name Phoebe, a deacon of the church in Cenchreae, as the messenger who took the epistle to Rome. [5] Codrington comments as follows:

“Emperor Claudius had banished Jews from Rome in 49AD, leaving an entirely Gentile church to grow without Jewish influence – a unique circumstance in the early church era. Claudius died in 54AD, and Jews began to return to Rome. Jewish Christians would have come back to the Roman church but probably not welcomed with open arms – there was considerable tension throughout the region between Jewish and Gentile Christians. Paul was planning to use Rome as a base for his missionary work in the western Mediterranean, but was nervous that Rome would succumb to the problems that had happened in Antioch when he was based there, when Jewish Christians had tried to impose Jewish traditions on the church there, and caused deep divisions between Jews and Gentiles. These problems are explained in Galatians 2 and Acts 15, including a confrontation Paul had with Peter himself over the issue of the divide between Jews and Gentiles in the early church.” [2]

This issue of the divide between Jews and Gentiles was the single most significant issue that the early church had to deal with, and provoked its first crisis.

Codrington argues that it is “no surprise that Paul dedicates a whole letter to the issue, and that in this letter we see some of his most passionate and insightful writings. This letter to the Roman church was written in order to show that the Gospel might have come to the Jews first, but it is intended for everyone. Gentiles should not marginalise Jews, nor Jews impose their Judaistic history on the Gentiles. Gentiles should not look down on Jews for their ancient spiritual practices. Jews should not try and impose these practices on Gentiles. Jews should not look down on Gentiles for some of the cultural practices of the Greeks and Romans. And Gentiles should be careful not to assimilate too closely to the Graeco-Roman culture, especially when doing so caused their Jewish brothers and sisters to battle with their faith. For example, in Acts 15:28-29, in a letter written to the churches, Christians were told that the Jewish law was no longer applicable, but that they should abstain from food sacrificed to idols and from sexual immorality. Paul specifically overrides this in Romans, with a few references to food sacrificed to idols, explaining that there are no issues with this at all in itself, but that Christians should be sensitive to each other, and especially sensitive to their weaker brothers and sisters and those with less faith (see Romans 14 in particular).” [2]

I think that this ‘theory’ about the letter to the Roman church is really quite plausible. If we are willing to accept that this is, at least, one possible way of reading the epistle, then we need to return to the text of its first chapter and look carefully at what Paul may be saying.

It seems to me that Codrington is right to assert that, “Paul begins his letter by using standard Jewish critiques of Gentiles, and especially Jewish critiques of Rome itself. These include the Jewish disgust of public nudity, public displays of sensuousness, the revealing clothes the Romans wore, homosexual relationships, and Gentile eating habits.” [2]

Codrington suggests that Jewish Christians, throughout the Roman Empire, were gravely concerned about Gentile Christians who still frequented the temples and ate food sacrificed in those temples. He says: “All of these issues were general concerns in many locations at the time – passages similar to Romans 1:18-32 can be found in The Dead Sea Scrolls, for example (in fact, some scholars suggest that Romans 1:18-32 are actually part of well-known Hellenistic Jewish literature which Paul goes on to critique in Romans 2.” [2]

Gary Shogren, in a blog which takes a traditional, non-affirming, stance on sexuality, highlights something of the parallel nature of this part of Romans with the text of particular parts of the Dead Sea Scrolls:

“In 1:29-31 Paul writes up a so-called vice list. Vice lists and virtue lists were a common figure of speech in that era, whereby the author would compile a list of [behaviours] and present them with little elaboration, in order to give his readers direction toward holiness and away from wickedness. One example from the Dead Sea Scrolls: “to the spirit of deceit belong greed, sluggishness in the service of justice, wickedness, falsehood, pride, haughtiness of heart, dishonesty, trickery, cruelty, much insincerity, impatience, much foolishness, etc.” (1QS IV, 9-11). Philo wrote one list that contains a whopping 147 elements. We have already mentioned 1 Corinthians 6:9-10; two other vice lists were likewise connected with exclusion from the eschatological kingdom (Gal 5:19-21; Eph 5:5). The fruit of the Spirit are presented in the form of a virtue list (Gal 5:22-23).

Paul mentions 20 elements in this list, ranging from breaking the Ten Commandments (“they disobey their parents”) to the mundane (“boasting”). If the greatest commandment of Torah was to love Yahweh with all one’s being (Deut 6:4), then to be a “God-hater” (v. 30) is the greatest form of wickedness.” [7]

The ‘You, therefore, have no excuse’ (Διὸ ἀναπολόγητος εἶ ὦ ἄνθρωπε = Therefore inexcusable you are O man) at the beginning of chapter 2 of the Epistle to the Romans is very significant. It is difficult to overemphasize its importance. The key question is who is being addressed in these words.

Codrington comments: “The only reading that fits into the overall flow of Romans and makes sense of the message of the letter is that in Romans 2:1 the shift to the direct address (the second person singular), along with the coordinating conjunction (Greek:  Διὸ), indicates that the reader who agrees with or [the person] responsible for writing Romans 1:18-32 is now the person addressed.” [2]

Having used a very Jewish form of critique of the Gentiles, Paul, in continuing his argument (Romans 2) is turning back to face his Jewish listeners/readers and saying: “You, therefore, have no excuse, you who pass judgment on someone else, for at whatever point you judge another, you are condemning yourself, because you who pass judgment do the same things.” [Romans 2: 1, NIV]. This is a rebuke and it is potent! [8][9][10][11]

If this is the case, Paul is effectively saying that those who believe the things stated in Romans 1: 18-32 are the one’s who will face God’s judgement. So, Paul speaks to those who support the words spoken in Romans 1:18-32 and he says:

Because of your stubbornness and your unrepentant heart, you are storing up wrath against yourself for the day of God’s wrath, when his righteous judgment will be revealed.” (Romans 2:5. NIV)

This is a shocking statement for the Jewish Christians in Rome. Really shocking! Paul speaks to them directly, he quotes their argument/opinions and follows it with this statement: “You, therefore, have no excuse, you who pass judgment on someone else, for at whatever point you judge another, you are condemning yourself, because you who pass judgment do the same things.” [Romans 2: 1, NIV]

Paul goes on, in the verses that follow, to argue that both Jew and Gentile have rebelled against God and that: “There will be trouble and distress for every human being who does evil: first for the Jew, then for the Gentile; but glory, honour and peace for everyone who does good: first for the Jew, then for the Gentile. For God does not show favouritism.” [Romans 2: 9-11, NIV]

It is from this base that Paul develops his argument in chapter 2-8 of Romans. God’s grace and justification ‘through faith alone‘ means that, as Codrington says: “Jews are welcomed equally with Gentiles, not rejected (chapters 9-11). So now the church must live in unity, characterised by love – for each other and for everyone (chapters 12-13). Unity requires agreeing to remain in diversity and accept differences in the way we express our faith (chapters 14-16).” [2]

The whole epistle is essentially the outworking of Paul’s understanding of God’s grace. Codrington points us to what N.T. Wright says: “The poetic sequence of Romans, therefore, consists of a major argument, as is now regularly recognized, running not just as far as chap. 8 but all the way to chap. 11. A good deal of this argument is a matter of setting up the terms of the discussion so that they can then be used quite directly when the real issue is confronted head on. Once the great argument is complete, Paul can turn to other matters in chaps. 12-16. These are not to be marginalized: 15: 7-13, for instance, has a good claim to be considered the real summing-up of the entire letter, not merely of 14: 1 – 15: 6.” [1][2]

Codrington also points us to” “A good summary of … the whole letter to the Romans … in Romans 14:13-14 (similar to 2:1): ‘Therefore let us stop passing judgment on one another. Instead, make up your mind not to put any stumbling block or obstacle in the way of a brother or sister. I am convinced, being fully persuaded in the Lord Jesus, that nothing is unclean in itself. But if anyone regards something as unclean, then for that person it is unclean.‘” [Romans 14: 13-14, NIV]

Ultimately, Paul makes his point in summary in Romans 15: 7-13: “Accept one another, then, just as Christ accepted you, in order to bring praise to God.” [Romans 15: 7, NIV] … “Jews and Gentiles alike have disappointed God, but God is faithful and has established a new covenant with us, in Jesus.” [2]

So, back to Romans 1:18-32. …

It seems as though Paul’s main concern is not, primarily at least, with the content of these verses but rather with what Jewish Christians might think about Gentile behaviour. Paul is concerned about Jewish judgement of Gentiles. If we are to understand these verses correctly, this is the context within which we must work. It is, effectively, the only way in which things makes sense. The pronouncements in these verses are the self-righteous expression of Jewish condemnation of Gentiles!

As Codrington states: “The list of sins is therefore more about what Jewish people found repulsive in Gentiles than what Paul did.” [2] As the list goes on, it becomes easier and easier to hear a developing bitterness and a repudiation/judgement on virtually every aspect of Gentile life. In fact, the list covers every perceived evil in community, family and individual life that must have also been as true of Jews as well as Gentiles! … For instance, who has never disobeyed their parents? [Romans 1: 30]

The anger and judgement expressed in this passage highlights the importance of Paul’s words about judging others which follow immediately in Romans 2: 1. Paul is not describing homosexuality as worse than any other sin, but rather talking of excesses in the Gentile world. It is difficult to equate the excessive behaviour Paul seems to be describing here, with loving, close and committed same sex relationships.

We cannot even be sure that Paul sees things the way that they are expressed in these verses. Paul is primarily pointing out that seeing other people’s activities as vile and condemning them for acting in this way brings judgement on those making the assessment. … This must give us grounds to take stock of our own attitudes.

On the other hand, neither can we be sure, from this passage, that homosexuality is not sinful. There are two grounds for this.

The first is related to the context in which Paul is arguing – the idolatry of the Gentile world and particularly as it appeared in Corinth and Rome. It is impossible to separate out pagan worship in Rome’s temples or the excesses of Roman patrons to their younger charges, or the behaviour of owners with slaves, from the excesses of which Paul writes. We just cannot tell what Paul or, perhaps, any other commentator would want to say about committed, faithful homosexual relationships which may, or may not have been recognised in the society of the time. We just don’t know.

The second relates to the use in this part of the letter to the Romans of the argument that some things are ‘against nature‘ (παρὰ φύσιν). [Romans 1: 26-27] We will come back to this conundrum in another article.

We cannot legitimately use Romans 1: 16-32 to condemn all homosexual behaviour, nor can we justifiably argue that committed, faithful homosexual relationships are acceptable. That they might not be within the scope of Paul’s developing argument does not, in and of itself, indicate approval.

If, however, we look at the whole of the letter to the Romans, which emphasises God’s love, faithfulness and kindness to us, it is “quite difficult to imagine that Paul would use these verses to speak against lifelong, loving, covenantal same gender relationships. The emphasis of Romans 1 is that people who push the boundaries of their behaviour to unnatural extents are sinning against God. But all of us do this in one way or another, and we’re all in need of God’s grace.” [2]

In this short article, we have, I think, shown that there are at least some grounds for questioning traditional assumptions about the first chapter of the epistle to the Romans. When these verses are, set alongside Paul’s emphasis in the letter on God’s grace, justification by faith, and God’s faithfulness and kindness towards us, they leave us needing to take great care in how we apply them in our own context.

We will be arguing from unsure foundations if we assert that the first chapter of the epistle to the Romans makes an unequivocal statement about lifelong, loving, covenantal same-gender relationships.

We are left, however, with one significant issue to address which might seem to be conclusive – the question of what is meant by something being ‘against nature‘ (παρὰ φύσιν). We will look at this question in another short article which can be found here. Although we will need to continue to bear in mind a reservation/uncertainty about the place that Romans 1: 26-27 has in Paul’s thinking. Is it Paul’s own views, or is he quoting others? Is Paul quoting what many a Jewish Christian might be thinking and then countering it with his ‘you therefore’ in Romans 2: 1? Or is he expressing, in Romans 1:16-32, his own understanding of God’s position?

References

  1. N.T. Wright: https://ntwrightpage.com/2016/05/07/romans-and-the-theology-of-paul, accessed on 7th June 2024.
  2. Graeme Codrington: The Bible and Same Sex Relationships, Part 10: Re-read Romans 1; https://www.futurechurchnow.com/2015/10/15/the-bible-and-same-sex-relationships-part-10-re-read-romans-1, accessed on 7th June 2024.
  3. Graeme Codrington: The Bible and Same Sex Relationships, Part 11; https://www.futurechurchnow.com/2015/10/15/the-bible-and-same-sex-relationships-part-11-shameful-acts-and-going-against-nature, accessed on 8th June 2024.
  4. Graeme Codrington: The Bible and Same Sex Relationships, Part 12; https://www.futurechurchnow.com/2015/11/12/the-bible-and-same-sex-relationships-part-12-what-romans-1-is-really-all-about, accessed on 8th June 2024.
  5. https://en.wikipedia.org/wiki/Epistle_to_the_Romans, accessed on 9th June 2024.
  6. Daniel Castello; Introduction to the Epistle to the Romans; https://spu.edu/lectio/introduction-to-the-epistle-to-the-romans, accessed on 9th June 2024.
  7. Gary Shogren; Romans Commentary, Romans 1:18-3:20; https://openoureyeslord.com/2018/02/27/romans-commentary-romans-118-320, accessed on 10th June 2024.
  8. https://www.bibleref.com/Romans/2/Romans-2-1.html, accessed on 13th June 2024.
  9. https://biblehub.com/commentaries/romans/2-1.htm, accessed on 13th June 2024.
  10. Dan Wilkinson; The Punctuation Mark That Might Change How You Read Romanshttps://www.patheos.com/blogs/unfundamentalistchristians/2015/09/the-punctuation-mark-that-might-change-how-you-read-romans, accessed on 13th June 2024. Note: this article draws on  reference [11] of which I have not been able to get a copy.
  11. C.L. Porter; Romans 1.18–32: Its Role in the Developing Arguement; in New Testament Studies, 40(02), 1994; p210.

Steam Railmotors – Part 2 – Dugald Drummond (LSWR) and Harry Wainwright (SECR)

Drummond was born in Ardrossan, Ayrshire on 1st January 1840. His father was permanent way inspector for the Bowling Railway. Drummond was apprenticed to Forest & Barr of Glasgow gaining further experience on the Dumbartonshire and Caledonian Railways. He was in charge of the boiler shop at the Canada Works, Birkenhead of Thomas Brassey before moving to the Edinburgh and Glasgow Railway’s Cowlairs railway works in 1864 under Samuel Waite Johnson.” [3]

He became foreman erector at the Lochgorm Works, Inverness, of the Highland Railway under William Stroudley and followed Stroudley to the London Brighton and South Coast Railway’s Brighton Works in 1870. In 1875, he was appointed Locomotive Superintendent of the North British Railway.” [3]

In 1882 he moved to the Caledonian Railway. In April 1890, he emigrated to Australia, establishing the Australasian Locomotive Engine Works at Sydney, Australia. After only a short time he returned to the UK, founding the Glasgow Railway Engineering Company which was moderately successful, Drummond, “accepted the post as locomotive engineer of the London and South Western Railway [LSWR] in 1895, at a salary considerably less than that he had received on the Caledonian Railway. The title of his post was changed to Chief Mechanical Engineer in January 1905, [4] although his duties hardly changed. [5] He remained with the LSWR until his death” in 1912. [3]

He was a major locomotive designer and builder and many of his London and South Western Railway engines continued in main line service with the Southern Railway to enter British Railways service in 1947.” [3]

Harry Smith Wainwright was the “Locomotive, Carriage and Wagon Superintendent of the South Eastern and Chatham Railway from 1899 to 1913. He is best known for a series of simple but competent locomotives produced under his direction at the company’s Ashford railway works in the early years of the twentieth century. Many of these survived in service until the end of steam traction in Britain in 1968, and are regarded as some of the most elegant designs of the period.” [13]

Drummond and Wainwright experimented with steam railmotors/railcars in the early years of the 20th century.

The first of Drummond’s Steam Railmotors/Railcars, in its earliest incarnation, © Public Domain. [11]

In 1902, Dugald Drummond had two built for a branch line near Portsmouth. [6][7: p7] Intended to provide “an economic service on the LSWR and London, Brighton and South Coast Railway (LB&SCR) joint branch from Fratton to Southsea two steam railmotors were built by the LSWR in 1902, entering service in April 1903, and designated as K11 Class.” [6][8: p118, 123]

The 43-foot (13 m) long carriage-element seated thirty in third class and twelve in first class. The total length of the unit was 53 ft 5 in (16.28 m). The first of these railcars/railmotors to be built was lent to the Great Western Railway, returning with favourable reports. [8: p118] “However, when introduced in summer 1903 the units struggled with passengers on the gradients on the line and it was discovered that the GWR had trialed the unit on level track and without passengers. The units were rebuilt with a bigger firebox and boiler.” [6][8: p118-119][9: p22-25]

Rebuilt LSWR railmotor with a horizontal rather than vertical boiler. [10]

Wainwright  introduced similar steam railmotors on the SECR in 1904/5. He ordered 8 in total from Kitson of Leeds. The first two for use on the Sheppey Light Railway. Numbered 1 and 2 (WN 4292 and 4293, date 1904), “the engines were ordinary four-wheeled locomotives and could be detached from the car proper if necessary. They were fitted with the first Belpaire fireboxes on the [SECR]. Both engines and cars, were painted lake, the standard colour for the coaching stock on this line. There was accommodation for 56 passengers. all of one, class. ‘One of the cars had been running experimentally on the Deal branch.” [14] Wainwright’s railmotors, while superficially similar to the early Drummond Railmotors were actually articulated vehicles.

No. 3 is shown below on a public domain image found on the Westerham Heritage website. The same image appears on the dedicated webpage for Westerham Station on the Disused Stations website. [15] Disused Stations website tells us that the apparent side tanks on the locomotive portion of the unit “were actually coal bunkers, … with water carried in well tanks. The rail-motors were of the articulated type and the fairly conventional engine portions were built by Messrs Kitson. … Following eventual withdrawal the carriage portions were converted into four two-car hauled sets circa 1923, two of which were articulated twins while the other two were non-articulated push-and-pull sets.” [15]

SECR steam rail-motor No. 3 stands at Westerham in 1907. It was built by Kitson of Leeds was introduced to the Westerham branch of the LBSCR in April 1906. It was not popular and was withdrawn from the branch later in 1907. [12]

The coach portion of  [SECR] No. 3 was paired with that of No. 8 to form an articulated twin set No.514. The other articulated twin became set No.513, formed from railmotors 1 and 2. Both articulated pairs, which were unique to the Southern Railway, are known to have survived until at least 1959.” [15]

After his experience with the LSWR Railmotors and after modifications had been made, Drummond ordered a further fifteen steam railmotors for the LSWR. These new railcars/railmotors were numbered 1 to 15. The earliest ‘experimental’ Railmotors were ignored in this new numbering system.

The first two were built in 1904 in two parts, “the engines at Nine Elms and the carriages at Eastleigh, and were designated H12 class. These were two feet (600 mm) shorter than the earlier cars, seated eight in first class and thirty-two in third.” [8: p119-120] Nos 1 & 2 “displayed a fully enclosed engine part, encased in a rather severe ‘tin tabernacle’.” [1: p14]

The second LSWR railmotor numbered No.2, © Public Domain. [10]

Thirteen more were built in 1905–6 to slightly different design, as class H13. [8: p120-122] These had the boiler pressure increased from 150 psi (1.0 MPa) to 175 psi (1.21 MPa). Engines and carriages were not detachable and these units were capable of towing an additional carriage. [9: p26,28] After the outbreak of World War I limited the work available for railmotors, the joint stock was taken out of service in 1914 and by 1916 only three units remained in service, to be withdrawn in 1919.” [6][9: p24,28] These units had “a very neatly enclosed locomotive portion embodying ‘coachbuilt’ styling.” [1: p14]

LSWR No.3,  the design is modified compared with No. 1 and No. 2. The leading dimensions are as follows; cylinders l0-in. by 14-in., boiler pressure 175 lbs. per sq. in.; heating surface: firebox 76 sq. ft., water tubes 119 sq.ft., flue tubes 152 sq.ft., total 347 sq. ft.; grate area 61 sq. ft.; capacity of tank 485 gallons and of bunker 1 ton, weight of coach complete 32 tons 6 cwt.; seating accommodation: 1st class 8, and 2nd class 32 passengers, total 40, © Public Domain. [16]

References

  1. David Jenkinson & Barry C. Lane; British Railcars: 1900-1950; Pendragon Partnership and Atlantic Transport Publishers, Penryn, Cornwall, 1996.
  2. https://en.m.wikipedia.org/wiki/British_steam_railcars, accessed on 11th June 2024.
  3. https://www.wikiwand.com/en/Dugald_Drummond, accessed on 11th June 2024.
  4. D. L. Bradley; Locomotives of the L.S.W.R. Part 2; Railway Correspondence and Travel Society, 1967, p2.
  5. J.E. Chacksfield; The Drummond Brothers: A Scottish Duo; Oakwood Press, Usk, 2005, p89.
  6. https://en.m.wikipedia.org/wiki/British_steam_railcars, accessed on 14th June 2024.
  7. R.M. Tufnell; The British Railcar: AEC to HST; David and Charles, 1984.
  8. D.L. Bradley; Locomotives of the London Brighton and South Coast Railway. Part 3; Railway Correspondence and Travel Society Press, London, 1974.
  9. R.W. Rush; British Steam Railcars; Oakwood Press, 1970.
  10. https://victorianweb.org/victorian/technology/railways/locomotives/27.html, accessed on 16th June 2024.
  11. https://www.flickr.com/photos/29903115@N06/48434232291, accessed on 15th June 2024.
  12. https://www.westerhamheritage.org.uk/condtent/catalogue_item/steam-railmotor-number-3, accessed on 15th June 2024.
  13. https://en.m.wikipedia.org/wiki/Harry_Wainwright, accessed on 15th June 2024.
  14. The Locomotive Magazine Volume 11 No. 150, February 1905, p20.
  15. Nick Catford; Westerham Station; http://www.disused-stations.org.uk/w/westerham/index1.shtml, accessed on 15th June 2024.
  16. The Locomotive Magazine Volume 12 No. 162, February 1906, p18; sourced as a .pdf file via:  https://www.oldminer.co.uk/pdf, accessed on 15th June 2024.

Steam Railmotors – Part 1 – Early Examples.

‘Lilliputian’ – An Experiment.

A small steam carriage was designed by James Samuel, the Eastern Counties Railway Locomotive Engineer, built by William Bridges Adams in 1847, and trialled between Shoreditch and Cambridge on 23rd October 1847. It was an experimental unit, 12 feet 6 inches (3.81 m) long with a small vertical boiler and passenger accommodation was a bench seat around a box at the back, although it was officially named ‘Lilliputian’ it was known as Express. [7][8: p16]

The Fairfield Steam Carriage

It seems that the earliest example of a steam railcar to enter service was another “experimental unit designed and built in 1847 by James Samuel and William Bridges Adams. In 1848, they made the Fairfield steam carriage that they sold to the Bristol and Exeter Railway, who used it for two years on a branch line.” [1] The Bristol & Exeter Railway was broad gauge.

The Fairfield Steam Carriage, © Unknown, Public Domain. [3][5]

The Fairfield Steam Carriage was built to the design of William Bridges Adams and James Samuel at “Fairfield Works in Bow, London. It was tested on the West London Railway late in 1848, although it was early in 1850 before modifications had been made that allowed Adams to demonstrate that it was working to the agreed standards. The design was not perpetuated by the Bristol and Exeter Railway, instead they purchased small 2-2-2T locomotives for working their branch lines.” [3]

Apparently, the unit worked on the Clevedon and Tiverton branches, and perhaps on the Weston branch too. [3]

The power unit had a single pair of driving wheels driven through a jackshaft by small 8-by-12-inch (203 mm × 305 mm) cylinders. Originally equipped with a vertical boiler 6 feet (1,800 mm) in height, 3 feet (910 mm) in diameter, this was replaced by a horizontal boiler length 7 feet 7 inches (2,310 mm), diameter 2 feet 6 inches (760 mm). The boiler was not covered by a cab or other bodywork; the two pairs of carrying wheels were beneath the carriage portion. It had seats for 16 first class and 32 second class passengers. It was once timed as running at 52 miles per hour (84 km/h).” [3][4]

The Fairfield Steam Carriage, © Unknown, Public Domain. [6]

Numbered No. 29 in the Bristol and Exeter Railway locomotive list, it was generally referred to as “the Fairfield locomotive”. It was not a great success, and although Samuel & Adams built another couple of steam railmotors at around the same time, the concept did not result in any further orders. [3]

Jenkinson & Lane dismiss this railcar as one of a few “rather weird and impracticable 19th Century ideas.” [2: p9] Nonetheless, it meets their criteria for a railcar. They state that a railcar should “contain within itself the means of propulsion as well as seats for the passengers, … the design should represent an ‘integrated concept’ … [in which] neither could function independently of the other.” [2: p5]

The ‘Enfield’ Steam Carriage

Built at about the same time as the Bristol & Exeter Steam Carriage was one which was purchased by the Eastern Counties Railway. …

The steam railcar ‘Enfield’
which was used by the ECR from 19th January 1849. [6]

Enfield‘ was larger than ‘Fairfield’. Built by Samuel and Adams this was used in regular service by the Eastern Counties Railway until the engine was converted into a 2-2-2 tank locomotive. [7][8: p18]

Another Early Example

More engine and carriage combinations to Samuel designs were built in the 1850s in the Eastern Counties railway works, and another by Kitson & Co. called Ariel’s Girdle. Later, in 1869, Samuel, Robert Fairlie and George England collaborated to build a prototype articulated steam railcar at England’s Hatcham Ironworks that was demonstrated in the works yard. However, England went out of business at about this time and nothing is known about the fate of this vehicle.” [7][8: p19]

References

  1. https://en.m.wikipedia.org/wiki/British_steam_railcars, accessed on 11th June 2024.
  2. David Jenkinson & Barry C. Lane; British Railcars: 1900-1950; Pendragon Partnership and Atlantic Transport Publishers, Penryn, Cornwall, 1996.
  3. https://en.m.wikipedia.org/wiki/Bristol_and_Exeter_Railway_Fairfield_steam_carriage, accessed on 11th June 2024.
  4. William Bridges Adams; “Road Progress, Or, Amalgamation of Railways and Highways for Agricultural Improvement, and Steam Farming, in Great Britain and the Colonies: Also Practical Economy in Fixed Plant and Rolling Stock for Passenger and Goods Trains; George Luxford, London, 1850, p15. George Luxford. p. 15.
  5. The Fair-Field Steam Carriage“. Illustrated London News. 1849.
  6. http://britbahn.wikidot.com/dampftriebwagen, accessed on 14th June 2024.
  7. https://en.m.wikipedia.org/wiki/British_steam_railcars, accessed on 14th June 2024.
  8. R.W. Rush; British Steam Railcars; Oakwood Press, 1970.