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Railways in West Wales Part 2C – The Whitland & Cardigan Railway – Rolling Stock, Locomotives and Llanglydwen to Whitland

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Before resuming our journey along the Whitland & Cardigan Railway, just a few comments about Locomotives and Rolling Stock. …

Locomotives

In early days the line operated with three locomotives. These were all constructed by the same company, Fox, Walker & Co. of Bristol.

“The company was founded by Francis William Fox and Edwin Walker who opened an engineering works at Atlas Locomotive Works in Bristol in 1864.

They built four and six-coupled saddle tank engines for industrial use. They also built stationary engines and pioneered steam tramcars, the first being tested in Bristol in 1877.

Much of their output was exported.

By 1878 the company had made over 400 small tank engines.

In 1878 they produced six narrow gauge 2-4-2 trench engines for the Royal Engineers at Chatham using Henry Handyside’s steep gradient apparatus. They also produced nine 0-6-0 saddle tank engines for the Somerset and Dorset Railway.

They were taken over by Thomas Peckett in 1880, becoming Peckett and Sons, Atlas Engine Works, Bristol.” [1]

These locomotives were:

No. 1, John Owen, (Works No. 170 of 1872).

No. 2, (Works No. 271 of 1875) – sold by GWR to Bute Works Supply Co., and East Kent Light Railway in 1911. Working until the early 1930s, last known in steam on 22 September 1934, scrapped by September 1935. [10][11][6: p91]

No. 3, (Works No. 340 of 1877) – rebuilt by GWR in 1896; rebuilt again and renumbered 1331 in 1926. Withdrawn in 1950. [11] A story about the building of a model of this locomotive in 00 Gauge can be found here. [12]

https://x.com/JonSLatona/status/1555748042376110080?t=MGZm0QpCXQztdDO4aIYn0A&s=19

Two images of the rebuilt GWR No. 1331 which appeared on ‘X’. [13]

Nos. 1 and 2 were 0-6-0ST locos of a similar design. No. 3 was a larger 0-6-0ST locomotive. All three were rebuilt by the GWR. No.1 was rebuilt in 1894. [6: p91]

“Soon after the GWR began operating the railway in 1886, a valuation of W&CR stock was made.No.1 was valued at £450, No. 2 at £600 and No. 3 at £850.” [6: p97]

M.R. Connop Price tells us that:

“Small Great Western tank locomotive types soon put in an appearance and the Whitland and Cardigan engines were moved away. Amongst the designs in evidence at the turn of the century were ’19XX’ 0-6-0 saddle tanks and Armstrong 0-4-2 tanks of ‘517’ class. Pannier tanks were frequently seen as well, but during World War I one of the 0-6-0 saddle tanks, either No. 1939 or No. 1999, was stationed at Cardigan. On the freight side a ‘Dean Goods’ 0-6-0 regularly arrived at Crymmych with the monthly cattle train. This was probably the only working to bring a tender engine onto the branch with any frequency, but tender engines were never common. About 1950 a ‘Dean Goods’ was seen standing on the Cardigan line at Cardigan Junction, in the company of a composite coach and a Siphon ‘G’ van: this is the last known instance of the class on the W&C route. Larger tender locomotives were prohibited by virtue of the line having a yellow colour weight restriction.

For many years ‘2021’ class pannier tanks were active on the line, and between the wars the more powerful ’45XX’ 2-6-2 tank locomotives appeared. These held sway on the Cardigan branch until the complete closure in 1963, although latterly they were supported by more modern pannier tanks in the ’16XX’ series. Amongst the engines seen on the railway in the post-war period were 0-6-0PTs Nos. 2011, 1637, 1648, 1666 and 2-6-2Ts Nos. 4550, 4557, 4569, 5550, 5571. In the final weeks of operation Nos. 4557 and 4569 were the most common performers on the railway.” [6: p99]

Carriages

Connop Price tells us that, “The Whitland & Taf Vale Railway owned six four-wheeled carriages, all constructed by the Gloucester Wagon Co. The first four were completed in June 1875, and comprised two composite coaches each having a first and two second class compartments, and a luggage compartment. The other two were brake thirds – that is to say comprising three third class compartments and a compartment for the guard. … Two more coaches were supplied by the Gloucester Wagon Co. in September 1875, and these vehicles comprised three third class compartments and a luggage compartment.” [6: p99]

After the GWR takeover of the line, standard GWR coach types began to appear.

Wagons

The Company’s wagons were all constructed by the Bristol Wagon Co. In October 1872, “in anticipation of the opening of the line, the W&TVR ordered a 4-wheel goods brake van and six 4-wheel open goods wagons. … In May 1874, as traffic developed, it was decided to order four more 4-wheel open wagons. … A 4-wheel covered van [was] … Ordered by the company in October 1974, for use on the Crymmych freight service.” [6: p101]

Records of the Gloucester Railway Carriage and Wagon Co. Ltd show that a number of  private owner wagons were in use on the line. Connop Price mentions: a five-plank wagon obtained by William Thomas, Coal, Lime & Manure merchant in March 1903; a seven-plank wagon delivered to the Cardigan Mercantile Co. Ltd. in March 1904. A near identical seven-plank wagon was supplied to G.D. Owen, Coal and Lime Merchant of Cardigan in April 1904. Another seven-plank wagon was supplied to S.J. Phillips of Crymmych Arms, Coal and Lime Merchant in September 1908. [6: p101-103]

Connop Price continues: “One other vehicle had a claim to be an item of Cardigan line rolling stock, although at a later date. This was the water tank wagon provided by the GWR in the 1920s or early 1930s to convey water to Cardigan where the supply was sometimes too low to fill the tank. … It was a standard 4-wheel tank wagon, painted white with the initials GW painted in black on the side. The underframe was also black.” [6: p103]

This unusual short goods at Cardigan contains a tank wagon between two coal wagons. There are stories of water supply problems at Cardigan. Although the station sits on the bank of the  River Teifi, being tidal water was only available at low tide as salt water damaged the locomotives. A tank wagon was used to bring water down to Cardigan presumably  from Glogue. This image was shared on the Login Railway Station Facebook Page on 12th March 2018. [9]
An enlarged extract from the image above. The tank wagon referred to in the text above is between the two mineral wagons. Connop Price indicated [6: p103] that no photograph of this tank wagon had been identified by  the date of the 2nd Edition of his book (August 1990). This image may therefore be the only one of the tank wagon! [9]

Llanglydwen to Whitland

We restart our journey to Whitland at Llanglydwen Railway Station. …

Llanglydwen Railway Station as it appeared on the First Edition of the 6″ Ordnance Survey. [18]
A similar area on the ESRI satellite imagery from the National Library of Scotland (NLS). [18]
Taken in 1961, this photograph looks across the level crossing at the North end of Llanglydwen Railway Station. It appeared in the Western Telegraph on 7th December 2014 and was shared on the Login Railway Station Facebook Page on 1st November 2015. [33]
A view of Llanglydwen Railway Station from the West, possibly in the 1920s. This photograph was brought by Vickie Ashley to an open day at the Login Railway Station in July 2015 and shared on the Login Railway Station Facebook Page on 16th July 2015. [14]
4575 Class Small Prairie, possibly 5550, at Llanglydwen in May 1962 with a train from Login. This image was shared on the Login Railway Station Facebook Page. [31]
Llanglydwen Station seen from the North with the crossing gates still in place. This image was shared on the Login Railway Station Facebook Page on 2nd September 2020. [16]
Llanglydwen Railway Station building viewed from the Northwest in 2003, © Ben Brooks bank and included here under a Creative Commons Licence (CC BY-SA 2.0). [15]

Wikipedia tells that “the original station only had a wooden shed as a station building. A new station was built in 1886. This had a two-storey station building, incorporating the station master’s house, the booking office and a waiting room. The down platform had a timber waiting shelter. Behind this platform was the goods yard, which had one siding. Access to this was enabled by the signal box, which also controlled the level crossing and was at the south end of the up platform. There was also a busy coal yard near the station. The station closed to passengers on 10th September 1962 but remained open for goods until 27th May 1963. The coal depot closed on 2nd February 1963.” [17]

This extract from the 6″ Ordnance Survey of 1887 shows the old railway left Llanglydwen following the Southeast bank of the Afon Taf.  [23]
The same area on railmaponline.com. [3]
Continuing on the Southeast bank of the Afon Taf. [24]
And the same length again on railmaponline.com’s satellite imagery. [3]
Continuing alongside the Afon Taf, the old railway ran past the Dol-Wilym bridge which appears close to the top of this extract from the 6″ Ordnance Survey of 1887. [25]
The same area as shown on the railmaponline.com satellite imagery. An area of forest close to the Dol-Wilym Bridge. [3]

The first significant location South of Llanglydwen is the Dol-Wilym bridge over the Afon Taf. This appears at the top of the OS Map extract above and is shown below.

An enlarged extract from the 6″ Ordnance Survey 1st Edition. [20]
The same area as covered by the extract from the 6″ Ordnance Survey. Little of note can be seen in this satellite image as the area is thickly wooded. [20]
Looking Northeast along the route of the old railway towards Llanglydwen at the location featured in the enlarged OS map extract above. The line followed the Afon Taf closely. Pont Dolwilym is to the left and to the right is the path to Gwal y Filiast an ancient stone-tabled burial chamber, © Chris Whitehouse and licensed for reuse under a Creative Commons Licence (CC BY-SA 2.0). [21]
Pont Dolwilym in February 2010 prior to its rebuilding, It appears to have been reinforced with sleepers probably taken from the disused railway line close by. The bridge was rebuilt in 2024, © Natasha Ceridwen de Chroustchoff and licensed for reuse under a Creative Commons Licence (CC BY-SA 2.0) [22]
The nearly complete new Dolwilym Bridge. The bridge will allow vehicles to cross the river as the old bridge did. Work still remains to lift the road to bridge deck level. This image was shared by Julie Sweet on the Re-open the Footpath from Llanglydwen to Login along the Cardi Bach Railway Facebook Group on the 28th July 2024, © Julie Sweet. [20]

Connop Price says that between Llanglydwen and Login “the gradients continued to change often as the track followed the lie of the land; the steepest grade on this section was 1 in 40. About half a mile north of Login was the tightest curve on the railway: it was short but built to a mere 8 chains radius.” [4: p68]

Further to the South the old railway curves around to the West before beginning to switch back to the South. The 6″ Ordnance Survey of 1887. The Dol-Wilym woods sit on the far side of the Taf. [26]
Heavily camouflaged by the forest this railmaponlone.com extract does the same area. [3]
Further South still and the OS map shows the mileage from London – 266 miles. [27]
The same area as shown on the railmaponline.com. Rather than being in the middle of the woodland, it now proves the eastern border of the area of trees. [3]
Still on the East side of the Afon Taf,  the old railway continues to head for Login. [28]
Again, the same length of line as shown on railmaponlone.com’s satellite imagery. [3]
Now on the run down to Login Railway Station the old railway heads due South. [29]
The same length of line on the railmaponline.com satellite imagery. [3]
Login Railway Station appears at the bottom of this next extract from the 1887 6″ Ordnance Survey. [30]
The open area at the bottom of this extract from the railmaponline.com satellite imagery is the station site. [3]
Login Railway Station as it appeared on the First Edition of the 6″ Ordnance Survey. [19]
The same area on the ESRI satellite imagery from the NLS. [19]

At Login, “a short platform was dignified by the large station building serving the tiny hamlet perched on the hillside just across the river. The goods loop was protected by a ground frame at each end, that at the south end being just a single lever unlocked by the Cardigan Junction – Llanglydwen electric tablet. The ground frame at the north end, however, also controlled the level crossing, and it was housed in a wooden hut of typical Great Western design.” [4: p68]

The view North from the Login Railway Station site, looking across the road towards Llanglydwen. [32]
Looking North along the platform at Login Railway Station. This image was shared on the Login Railway Station Facebook Page on 20th March 2023. [34]
Looking North through Login Railway Station after closure of the line and during lifting of the track. This image was shared on the Railways of Wales Facebook Group by John F. Wake on 21st May 2022, © Unknown. [36]
View south towards Llanfalteg and Whitland from the former level crossing on 3rd September 2022. The single-platform station was well preserved when this image was taken, © Nigel Thompson and licensed for reuse under a Creative Commons Licence, (CC BY-SA 2.0). [35]

South of Login the valley of the Taf begins to widen out and the hillsides become less steep. However, gradients continued to change. On the East of the Taf, the railway ran through Penclippen level crossing and past its wooden crossing keeper’s hut. 

The Whitland & Cardigan Railway continued South to Llanfalteg (3 miles 48 chains from Whitland). “In the early years of the line … this place had some importance. Until the reconstruction of the mid-1880s the layout consisted of a loop, with a siding parallel to it to serve the goods shed, and a further siding for the locomotive shed and for coal traffic. In its heyday, the locomotive shed had a forge for day-to-day repairs, but it was not big enough to be able to undertake major overhauls. After the Great Western took over the W&CR the shed at Whitland assumed most of the responsibilities of Llanfallteg shed, and gradually the latter fell into disuse. For a while it was occupied by Mr J. Williams’ carpenter’s shop, but this ceased and decay set in until eventually the shed fell down in about 1939.” [4: p68]

Llanfallteg Railway Station as it appeared on the First Edition of the 6″ Ordnance Survey. [37]
The same location on the ESRI satellite imagery provided by the National Library of Scotland (NLS). [37]

“At closure in 1962, the station building and the wooden ground frame box were intact, and a dilapidated iron goods shed still stood by the level crossing. The layout, however, was reduced: the loop had been replaced by a siding, and although the siding to the goods shed remained the rest of the trackwork had long gone. A length of rusting cable in the undergrowth provided the only evidence of the practice at Llanfallteg of cable-shunting. The site was cramped and inconvenient, and for many years the most effective way of moving wagons in and out of the sidings was by a cable linking them to a locomotive on a parallel track.”

0-6-0PT at Lanfallteg Railway Station in May 1959, (c) Unknown. [38]
A similar view of Llanfallteg Railway Station in 1961, from the Rokeby Album IV ref 5a. [47]
Looking North from the location of the level-crossing in Llanfallteg. {Google Streetview, November 2021]
Looking South from the location of the level-crossing. Residential properties have been built over the line of the old railway and the station site. [Google Streetview, November 2021]

South of Llanfallteg a run of just over a mile brought the single track line to its junction with the main line known latterly as Cardigan Junction. There were no significant features on this length of the line. It remained on the Northeast bank of the Afon Taf.

Taf Vale Junction as shown on the 6″ Ordnance Survey. The name of this junction was changed to ‘Cardigan Junction’ later in the life of the old branch line. [39]
The same location on the NLS ESRI satellite imagery. [39]

“At Cardigan Junction the signal box, opening in 1873 and closed in 1964, was whitewashed, pebble-dashed and austerely domestic in appearance, being built entirely in stone or brick. The window overlooking the tracks was a modest rectangle with two uprights in the window frame. The name-board ‘Cardigan Junction’ was located directly under it. The door was on the east side of the box, with another window, and the pitched roof was surmounted by a single chimney. A gaslight was situated outside.” [4: p68]

Cardigan Junction (formerly Taf Vale Junction) where the Cardigan Branch left the main line.
This photograph was taken on Saturday 25th May 1963, significant because the goods only rail service on the branch was withdrawn on the following Monday (27th May 1963). This picture was shared on the Login Railway Station Facebook Page on 20th June 2024. It looks Southeast. [8]

The last 2 miles 21 chains of the route was along the main line from Cardigan Junction (originally Taf Vale Junction) to Whitland.

Close to Taf Vale Junction (Cardigan Junction) the main line crossed rivers twice. This is the location of the first of the bridges (Sarn-las Bridge) which crossed the Afon Daulan, a tributary of the Afon Taf. [40]
The same location on the ESRI satellite imagery. [40]
The second bridge crossed the Afon Taf (Tre-wern Bridge). [41]
The same location in the 21st century. [41]
The line then crossed what was a minor road. [42]
The crossing and it’s keeper’s cottage remain in the 2st century. [42]
The crossing seen from the South in the 21st century. [Google Streetview, November 2021]
What is now the A40 then bridged the mainline. [43]
The same location on the NLS ESRI satellite imagery. [43]
Looking East from the A40 roadbridge towards Whitland Railway Station. [Google Streetview, March 2022]

There were no further significant features on the line before it entered Whitland Station.

Whitland Railway Station as it appeared on the 6″ Ordnance Survey from the turn of the 20th century. [44]
A similar area as shown on the map extract above as it appears in 2024. [Google Maps, September 2024]

“After the opening of the Pembroke and Tenby and Whitland and Taf Vale Railways the station at Whitland had four platform faces. Two of these served the main line, one served a loop round the down island platform and the other a bay behind the up platform, access to which was from the west. The main station buildings were on the up side and nearby, close to the bay platform, there was a goods shed and a few sidings. All these changed little until British Railways’ days when the station was extensively modernised. In addition, in the 1960s the down loop was disconnected and became a bay for Pembroke Dock trains. On the down side, too, there was a small goods vard originally constructed for the use of the Pembroke and Tenby Railway, and for the exchange of traffic between that company and the GWR before the Great Western took over the working of the P&T in 1896. A short distance west of Whitland station the locomotive shed stood until the mid-1960s. Passenger trains from Cardigan ran into either the bay or the up main platform at Whitland, but trains departing for Cardigan customarily shared the outer face of the down island platform with P&T line trains.” [4: p61]

Whitland Railway Station in 1971 (c) Roger Griffith (Public Domain). [45]
Whitland Railway Station in 1979, (c) John Mann Collection and used with the kind permission of Nick Catford. [46]
Whitlad Station seen from Station Road, the B4328 in 2021. This view looks West along the modern railway line. [Google Streetview, November 2021]

References

  1. https://preservedbritishsteamlocomotives.com/fox-walker-company, accessed on 25th July 2025.
  2. M.R. Connop Price; Before the Railways: The Early Steamers of Cardiganshire; in the RCHS  Journal, Vol. 40 Part 8 No. 244 July 2022, p471-477.
  3. https://railmaponline.com/UKIEMap.php, accessed in July/August 2024.
  4. https://rogerfarnworth.com/2024/07/15/railways-in-west-wales-part-2a-the-whitland-cardigan-railway-cardigan-to-boncath.
  5. https://rogerfarnworth.com/2024/07/25/railways-in-west-wales-part-2b-the-whitland-cardigan-railway-boncath-to-llanglydwen
  6. M.R. Connop Price; The Whitland and Cardigan Railway (2nd Edition); The Oakwood Press, Headington, Oxford, 1991.
  7. C.J. Gammell; Slow Train to Cardigan; in British Railways Illustrated Volume 4 No. 5, February 1995, p228-235.
  8. https://www.facebook.com/share/p/wkGZo8ow7QjquYvi, accessed on 25th July 2024.
  9. https://www.facebook.com/share/p/7G6PpWSruh98EJQv, accessed on 25th July 2024.
  10. https://en.m.wikipedia.org/wiki/East_Kent_Light_Railway, accessed on 26th July 2024.
  11. https://en.m.wikipedia.org/wiki/List_of_Peckett_and_Sons_railway_locomotives, accessed on 26th July 2024.
  12. https://www.rmweb.co.uk/forums/topic/72460-gwr-1331-ex-whitland-cardigan-0-6-0st-project, accessed on 26th July 2024.
  13. https://x.com/JonSLatona/status/1555748042376110080?t=MGZm0QpCXQztdDO4aIYn0A&s=19, accessed on 26th July 2024.
  14. https://www.facebook.com/share/DtzcxUKZy6rBUUu3, accessed on 26th July 2024.
  15. https://www.geograph.org.uk/photo/3756804, accessed on 26th July 2024.
  16. https://www.facebook.com/share/p/PbPSgvwUcgQw56dX, accessed on 26th July 2024.
  17. https://en.m.wikipedia.org/wiki/Llanglydwen_railway_station, accessed on 26th July 2024.
  18. https://maps.nls.uk/geo/explore/#zoom=15.5&lat=51.90951&lon=-4.64625&layers=257&b=1&o=100, accessed on 24th July 2024.
  19. https://maps.nls.uk/geo/explore/#zoom=17.6&lat=51.87913&lon=-4.66484&layers=257&b=1&o=100, accessed on 26th July 2024.
  20. https://www.facebook.com/share/p/YThEDvmbTYJhb57u, accessed on 8th August 2024.
  21. https://www.geograph.org.uk/photo/4721738, accessed on 27th July 2024.
  22. https://www.geograph.org.uk/photo/1703219, accessed on 28th July 2024.
  23. https://maps.nls.uk/geo/explore/#zoom=17.0&lat=51.90756&lon=-4.64998&layers=257&b=1&o=100, accessed on 30th July 2024.
  24. https://maps.nls.uk/geo/explore/#zoom=17.0&lat=51.90419&lon=-4.65760&layers=257&b=1&o=100, accessed on 30th July 2024.
  25. https://maps.nls.uk/geo/explore/#zoom=17.0&lat=51.90071&lon=-4.66139&layers=257&b=1&o=100, accessed on 30th July 2024.
  26. https://maps.nls.uk/geo/explore/#zoom=17.0&lat=51.89728&lon=-4.66253&layers=257&b=1&o=100, accessed on 30th July 2024.
  27. https://maps.nls.uk/geo/explore/#zoom=17.0&lat=51.89362&lon=-4.66594&layers=257&b=1&o=100, accessed on 30th July 2024.
  28. https://maps.nls.uk/geo/explore/#zoom=17.0&lat=51.88936&lon=-4.66134&layers=257&b=1&o=100, accessed on 30th July 2024.
  29. https://maps.nls.uk/geo/explore/#zoom=17.0&lat=51.88511&lon=-4.66114&layers=257&b=1&o=100, accessed on 30th July 2024.
  30. https://maps.nls.uk/geo/explore/#zoom=17.0&lat=51.88100&lon=-4.66301&layers=257&b=1&o=100, accessed on 30th July 2024.
  31. https://www.facebook.com/share/p/GHTPSQBAfQ4YCMNL, accessed on 9th August 2024.
  32. https://www.facebook.com/share/7Rns5L1LJ8iCKFFf, accessed on 9th August 2024.
  33. https://www.facebook.com/share/jRJQhnqenneHQXX3, accessed on 9th August 2024.
  34. https://www.facebook.com/share/p/z1CyZqboS8yjc6zv, accessed on 9th August 2024.
  35. https://www.geograph.org.uk/photo/7309799, accessed on 9th August 2024.
  36. https://www.facebook.com/share/p/6gDMXW2YBFgNqmj9, accessed on 9th August.
  37. https://maps.nls.uk/geo/explore/#zoom=15.0&lat=51.84779&lon=-4.67887&layers=6&b=1&o=100, accessed on 9th September 2024.
  38. http://www.llanfallteg.org/information/photographs, accessed on 9th September 2024.
  39. https://maps.nls.uk/geo/explore/#zoom=16.0&lat=51.83427&lon=-4.66215&layers=6&b=1&o=100, accessed on 9th September 2024.
  40. https://maps.nls.uk/geo/explore/#zoom=16.0&lat=51.83245&lon=-4.65458&layers=6&b=1&o=100, accessed on 9th September 2024.
  41. https://maps.nls.uk/geo/explore/#zoom=16.0&lat=51.82813&lon=-4.64390&layers=6&b=1&o=100, accessed on 9th September 2024.
  42. https://maps.nls.uk/geo/explore/#zoom=16.0&lat=51.82198&lon=-4.63287&layers=6&b=1&o=100, accessed on 9th September 2024.
  43. https://maps.nls.uk/geo/explore/#zoom=17.0&lat=51.81995&lon=-4.62494&layers=6&b=1&o=100, accessed on 9th September 2024.
  44. https://maps.nls.uk/geo/explore/#zoom=17.0&lat=51.81879&lon=-4.61463&layers=6&b=1&o=100, accessed on 9th September 2024.
  45. https://commons.wikimedia.org/wiki/File:Whitland_railway_station,_Wales_in_1971.jpg, accessed on 9th September 2024.
  46. http://disused-stations.org.uk/w/whitland/index.shtml, accessed on 9th September 2024.
  47. https://coflein.gov.uk/en/site/410170, accessed on 9th September 2024.

‘Railway’ or ‘Railroad’

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The featured image for this article is a photograph of Canadian Pacific Railway No. 2816 ‘Empress’ leading an excursion on 10th May 2008. [5] The Canadian Pacific (CP) and the Canadian National (CN) are both North American companies that choose to call themselves ‘Railways’ rather than ‘Railroads’. (This photo is licensed under the Creative Commons Attribution-Share Alike 3.0 Unported license.)

“Rail transport terms are a form of technical terminology applied to railways. Although many terms are uniform across different nations and companies, they are by no means universal, with differences often originating from parallel development of rail transport systems in different parts of the world, and in the national origins of the engineers and managers who built the inaugural rail infrastructure. An example is the term railroad, used (but not exclusively) in North America, and railway, generally used in English-speaking countries outside North America and by the International Union of Railways. In English-speaking countries outside the United Kingdom, a mixture of US and UK terms may exist.” [1][2]

The Canadian Broadcasting Corporation (CBC), in answer to a question submitted to it in May 2002 [3] comments  that the word ‘Rail’ came from the Old French term for an iron rod – ‘reille’ which was in turn based on the Latin word for’rule’ or ‘straight stick’ – ‘regula’. The CBC answer continues: ‘Way’ was carted into Old English from the German and Dutch terms for’move’ or ‘carry’ (weg). ‘Road’ is an Old English term for journey by horseback (rad), which is related to the verb ‘ride’ (ridan).

“These words have been closely tied since the 19th century, and nobody – not even journalists at CP or the CBC – can railroad you into picking one term over the other. Both news organizations prefer railway. So does the Globe and Mail’s Style Book, which boldly states that ‘Railway is the Canadian term’.”… The Oxford Guide to Canadian English Usage is a little less rigid: “Canadians say both railway and railroad, but railway is much more common, as in the company name Canadian National Railways. Railway is also preferred in Britain. Railroad is more common in the United States.” [3]

“Proper nouns can be tricky, and many news outlets warn writers to make sure they get a company’s name correct – for example, some firms use Railway, others Railroad, and still others Rail Road. So while the US-based Associated Press tells its journalists to write ‘railroad’ in all second references, it also advises them to look up the actual names of railroads first. Which manual does AP recommend? The ‘Official Railway Guide’,  which has been published in the United States for more than a century!” [3]

CBC is also happy to note that similar discrepancies occur in Canada. “The Canadian Railway Museum, south of Montreal, invites people to visit what it calls the largest collection of railway equipment in the country. Who runs it? The Canadian Railroad Historical Association, of course!” [3]

Ultimately the CBC says that usage often boils down to “convention and individual preference.” [3]

The August 1905 edition of The Railway Magazine has something to say about this, a view from much earlier in the history of railways/railroads. …

“Railway or Railroad? – In England we have remained fairly true to the use of the word railway, to describe a “rail road,’ but in the United States the word railroad is mostly used to describe every railway; now, however, there is being discussed the rival claims of the two words. Sometimes the one has served to designate a company which stands in a certain legal relation to another; thus, as is well known, the ABC railroad company may be the operating organisation for the ABC railway company, or vice versa. In reorganisations and consolidations in the United States, the two words have been of great utility and convenience. During the early epochs of United States railway history the term Rail Road was used almost exclusively, while in England the term railway is quite as old as the institution itself, and for many years past, “railway” has been used almost exclusively throughout Great Britain and her colonies. An eminent philologist to whom the relative merits of the two words were submitted decided in favour of the term “railway,” partly on the ground that “railway was better adapted to the use as both noun and adjective, and that it sounded better, affording a smoother form of expression. The American railway writer, Mr. B. H. Meyer, in his first monograph on railway subjects, employed the word ‘railroad’ but in all subsequent publications he has used the word ‘railway’, as being, on the whole, a much more agreeable and facile form of expression. American railway legislation has been conspicuously wanting in the definition of terms; and had the English custom of defining the terms used been adopted by American law makers it is not improbable that either railway or railroad would have held the field to the practical exclusion of the other. However, both words abound in American laws, and neither can be said to have defeated the other, either in legislation or in company terminology. Virginia has now declared that the two terms shall be used and construed synonymously in the laws and decisions of the State.” [4: p169-170]

I guess that the use of ‘railway’, ‘rail road’ or ‘railroad’ is a matter of preference partially influenced by where we live in the world. It is worth remembering, however, that care is needed when referring to particular railway/railroad companies to ensure that their proper name is used. Just a few examples to illustrate this from the US to finish:

The Airlake Terminal Railway
The Alabama and Florida Rail Road Company
The Alaska Railroad
The AN Railway
The Arizona & California Railroad
The Baltimore and Ohio Railroad
The BNSF Railway
The Chesapeake and Ohio Railway
The Central Pacific Railroad

I guess that each of these companies would want their correct name used when referring to them.

References

  1. https://en.m.wikipedia.org/wiki/Glossary_of_rail_transport_terms, accessed on 14th August 2024.
  2. Des McAuliffe, Des (1999). The Snowtown to Port Pirie Line. Proceedings of the 1999 Convention. Modelling the Railways of South Australia;  Adelaide. 1999, p1-129.
  3. https://www.cbc.ca/news2/indepth/words/quick/queries/railway.html, accessed o. 14th August 2024.
  4. The Railway Magazine, London, August 1905.
  5. https://en.m.wikipedia.org/wiki/Canadian_Pacific_2816, accessed on 14th August 2024.

The Railway Magazine, August 1905 – Advertising …

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The August 1905 edition of the Railway Magazine was the 98th issue. In preparation for its 100th edition, it carried this advert. …

A reminder to Railway Magazine Readers that the 200th edition will not have an unlimited print run. [1: p176]

The Railway Magazine had been established for over 8 years. … The above image can be read easily with the exception of the central portion which, in my copy, is damaged. As far as I can tell that portion reads:

“As a memento of this success of the RAILWAY MAGAZINE, we propose to make the 100th Number (October, 1905), a special issue, containing, in addition to the usual articles, several contributions by the leading experts in various phases of railway working, locomotive development, etc. A feature of these special articles will be the reference to improvements in train services, locomotive working and railway management that have taken place during the past 8 years. The RAILWAY MAGAZINE is entitled to the credit of suggesting many of these improvements. With the 100th Number of the RAILWAY MAGAZINE will be issued a Large Presentation Plate, specially drawn, showing the evolution of the steam locomotive from 1803 to the present time, by means of typical engines of various periods.” [1: p176]

The practice of modern railway magazine special supplements and celebratory issues clearly goes back right to the very earliest months of publication of railway magazines.

The August 1905 edition of the Railway Magazine contains a number of third party adverts which are interesting. ….

In addition to a good number of railway company adverts for particular train services and holiday destinations which are themselves worth looking at, are a number from companies which supplied the railway industry, provided services for railway passengers, or catered for the wider public. …

A. Hotel Cecil

Hotel Cecil, London. [1: pI]

The Hotel Cecil advertised itself as the only first class hotel in London with a garage on the premises. Tariffs included: a single room at 5 shillings, a double at 9 shillings, and a suite at 25 shillings. Food was equally inexpensive to modern eyes, breakfast, lunch and dinner could be purchased for a total of 11 shillings. A single person could stay full board for 16 shillings! (80 pence!)

A loaf of bread cost 5d in London in February 1905, [2] around 2p in today’s money. If we accept that supermarket prices for a 800g loaf are about £1.35 in 2024 we can make a simplistic comparison with modern day costs for full board in London. £1.35 would have bought close to 70 loaves in 1905. That factor of 70 would suggest that a comparable price for full board would be £56!

Five-star accommodation in 2024 at the Shangri-La at The Shard, London costs upwards from £602 which could include breakfast!

B. A Motoring Atlas

The British Motor Tourists ABC, published in the same premises as The Railway Magazine. [1: pIII]

The British Motor Tourists ABC, could be purchased as a paperback (limp) for 5 shillings – the same price as a single room at the Hotel Cecil! If you were using it as a chauffeur, then a special edition could be purchased far cheaper – just 1s 3d.

This ‘Indispensible’ volume included ‘Hints to Motor Tourists’, by S.F. Edge – 57 pages of clear Main Road Maps, Alphabetical List of Towns and Villages in Great Britain and Ireland. with Best Hotels, Garages, Spirit Stores, Charging Stations and Repairing Depots, Hints on Tyres. Customs Tariff and Regulations, Steamer Freights, Railway Regulations, re Petrol and Carriage of Motor Cars, Motor Car Act, Motor Signs, Racing Fixtures, Lighting-up Table, Yacht and Golfing Clubs, Automobile Clubs, Fishing and Hunting Centres.

C. Postcards

These Post Cards represented locomotives of the latest designs, they could be obtained at all railway bookstalls and through any newsagent, price 6d. per set/packet, or direct from the Railway Magazine office, post free, 7d. per packet. [1: pVI]

D. Railway Inspection Cars

Oldsmobile advertised two inspection cars. The first was a self-drive vehicle with space for 4 people. Weight: 800lbs. The second was a larger vehicle which could carry 6 to 8 people or carry tools and material. [1: pX]

Inspection Car, No. 1 was already in use by over 100 Railroads in the United States and other countries. for Bridge and Track Inspectors, Road-masters, and other officials. The Company claimed that it was economical to run and had a range of 100 miles.

Production was limited to only 127 units, the Olds Rail Road Inspection Car was built by the Olds Motor Works from 1903 to 1905 and sold exclusively by the Railway Appliance Company of New York and Chicago. [3]

Inspection Car No. 2 was a larger vehicle with a 7 hp engine. It weighed in at 1200lbs, was designed for standard-gauge track but could be reduced to a minimum of 3ft 6 in gauge. A top speed of 30 mph was possible. Its range was comparable to Inspection Car No. 1 at 100 miles. [3]

There were a number of converted road vehicles in use over time as inspection vehicles in the USA. More can be discovered here. [4]

Ford produced one which included its own turntable. A 1925 Ford Model T Railway Inspection Car was on display on a short 30m section of track outside the Collections Centre at the British Motor Museum at Gaydon on 16th July 2024.

A Ford Model T Rail Inspection Car with inbuilt turntable. [5]

E. A Mug or Two of Cocoa

Dr. Tibbles’ Vi-Cocoa was a popular energy restorative in the Victorian era. At its height it was one of the highest-selling cocoa-based drinks in Britain. [6]

Dr. Tibbles’ advert in the Railway Magazine. [1: pXI]

Adverts for Dr Tibbles Vi-Cocoa, which was a mixture of malt, hops, kola and cocoa, first appeared in 1893. He registered the company at that time and later re-registered as Dr Tibbles’ Vi- Cocoa (1898) Ltd in 1898. Tibbles retired soon afterwards.

“Land was purchased in North Watford to expand Vi-Cocoa production in 1899. A fire devastated the factory in 1903 but the site was rebuilt and became an important local employer making cocoa and chocolates.” [7]

The business was renamed the Watford Manufacturing Company in 1907.

“The Watford Manufacturing Company produced munitions during the First World War. Following the War, the company expected an increase in business and invested in the construction of a huge, new factory. However the business did not materialize. The new factory became a white elephant, was left unfinished and bankrupted the company in 1922.” [8]

In 1918, Lord Leverhulme became the largest shareholder. In 1922 the Company entered into liquidation and Lord Leverhulme purchased the Company. Virtually straight-away, Leverhulme sold up to Planters Products Ltd, a Lever Brothers subsidiary. Vi-Cocoa production continued, the factory was employing 400 people in 1929, and was one of the largest employers in the area. [6]

In 1930, the factory was sold and Unilever absorbed by Unilever, the new incarnation of Lever Brothers. Vi-Cocoa was still being advertised in 1945.

Dr. Tibble’s Vi-Cocoa “achieved remarkable success through a combination of innovative marketing techniques, including health claims, scientific endorsements, extensive print advertising, free samples, and targeted marketing. These strategies not only propelled Vi Cocoa to commercial success but also influenced broader trends in advertising and consumer culture in late Victorian Britain.” [9]

F. Thomas Firth & Sons Ltd.

Firths’ Steel of Sheffield. [1: pXII]

Wikipedia tells us that, “In 1902, Sheffield steelmakers John Brown & Company exchanged shares and came to a working agreement with neighbouring company Thomas Firth & Sons, the companies continuing under their own management until they finally merged in 1930.” [10] At the merger they formally became Firth Brown Steels.

G. W.S. Laycock Ltd.

W.S. Laycock Ltd. [1: pXIII]

W. S. Laycock of Levygreave Road and Victoria Works, Gell Street, Sheffield were Railway Carriage Fittings and Appliance Manufacturers in 1901. First established by Laycock in Victoria Street, Sheffield in 1884. In 1893, the Company “introduced a system for train heating using steam from the locomotive with storage reservoirs in each compartment.” [11]

By 1900, the Company was incorporated  as a limited company. Grace’s Guide tells us that the company “supplied equipment to every railway company in the world, the main specialities being carriage blinds, buckeye automatic couplers, vestibule gangway connections, and steam-heating equipment for complete trains.” [11]

In 1902, the Company opened new works at Millhouses, adjoining the Midland Railway. The Company produced munitions during WW1 and in time became Laycock Engineering Co. and later still Laycock Engineering. The company was still exhibiting at the Motor Show in the late 1980s.

H. Giant Motor Spirit

Motor Spirit is Petrol or Gasoline. Meade-King, Robinson & Co., of Liverpool place the advert below in the Railway Magazine. For more information about early Petrol-powered rail vehicles, click here. [12]

Meade-King Robinson [13] is still in business in 2024. “It is a privately owned chemical distribution company with over 140 years experience in the supply of a wide range of oils and chemicals.” [14]

An early advert for Petrol! [1: pXIV]

I. Brown, Bayley’s Steel Works, Ltd.

Wikipedia tells that “Brown Bayley Steels was a steel-making company established in Sheffield, England in 1871, as Brown, Bayley & Dixon. They occupied a site on Leeds Road which was later occupied by the Don Valley sports stadium.” [15]

[1: pXV]

Brown, Bayley’s Steel Works had three main sites: Leeds Road, East Works, and Brighton Bar Shop.

Wikipedia tells us that “the Leeds Road site included: a spring shop, a hammer shop, a ring rolling shop with Telpher Crane, a machine shop for railway axles & tyres, an axle & railway tyre drop test plant, a heat treatment department, creep laboratories, a tyre blank press, a blacksmiths shop, a loco Shed, a drawing office, and a generator converter house creating direct current for cranes.” [15]

East Works: had “a sheet rolling mill, a sheet pickling plant, sheet polishing and guillotine shops and Steckel mills (slitting machines).” [15]

Bright Bar Shop: undertook “bar drawing, had centreless turning machines, centreless Lidkoping grinding machines, a 5 ton hammer, a 500 ton press and a railway tyre rolling mill.” [15]

NB: “A Steckel mill is also known as a reversible finishing mill, it is similar to a reversing rolling mill except two coilers are used to feed the material through the mill. One coiler is on the entrance side and the other on the exit side. The coilers pull the material through the mill, therefore the process is more similar to drawing than rolling. The material is fed back and forth through the mill until the desired thickness is reached, much like a reversing rolling mill.” [16]

NB: “The Lidkoping centerless grinder is designed and manufactured to meet practically any challenge in precision grinding. More details of the most modern form of this equipment can be found here. [17]

J. A Few Small Ads

The last page of adverts at the front of the magazine includes these four small adverts. [1: pXVI]

Goddard’s Plate Powder was developed by Joseph Goddard in the early 19th century and 180 years later Goddard’s is still a going concern. [18]

Real Devonshire Washing Serge was sold by G. Bale & Co. of Topsham, Devon. I guess they anticipated sales to railway companies subsequent to their advert. I have not been able to find out anything about the company.

Whelpton’s Purifying Pills “were supplied by G. Whelpton and Son, London. They were advertised as being able to arouse the stomach to action, promoting the flow of gastric juice, and giving tone to the whole system. Headache flies away. Biliousness, Kidney Disorders, and Skin Complaints disappear, while cheerful spirits and clear complexions follow in due course!” [19: p1325]

“The pills had an average weight of 21 grains. Chemical and microscopical examination showed the presence of aloes (apparently Socotrine), powdered colocynth, ginger, and gentian. The last-named ingredient being less positively indicated than the others. No evidence of the presence of mercury or calomel was obtained.” [19: p1326]

I could not find any convincing evidence either that they were effective, or that they caused any real harm.

The Railway Officers and Servants Association was, until 1974, a Friendly Society, it was removed from the Charity register in November 1974.

References

  1. The Railway Magazine, London, August 1905.
  2. https://api.parliament.uk/historic-hansard/commons/1905/mar/08/comparative-prices-of-bread-in-london, accessed on 10th August 2024.
  3. https://www.curveddasholdsmobileclub.com/railroad-inspection-car.asp, accessed on 10th August 2024.
  4. http://www.trainweb.org/oldtimetrains/photos/inspection/gallery.htm, accessed on 10th August 2024.
  5. https://stratfordobserver.co.uk/news/classic-fords-motor-to-gaydon, accessed on 10th August 2024.
  6. https://letslookagain.com/2018/04/dr-tibbles-vi-cocoa, accessed on 10th August 2024.
  7. https://www.watfordobserver.co.uk/news/19169433.watfords-history-50-objects-cocoa-drink-victorian-times, accessed on 10th August 2024.
  8. https://cosgb.blogspot.com/2012/09/watford-manufacturing-company-limited.html?m=1, accessed on 10th August 2024.
  9. https://binreminded.medium.com/dr-william-tibbles-vi-cocoa-marketing-techniques-and-success-cbb247451a42, accessed on 10th August 2024.
  10. https://en.m.wikipedia.org/wiki/Firth_Brown_Steels, accessed on 10th August 2024.
  11. https://www.gracesguide.co.uk/W._S._Laycock, accessed on 10th August 2024.
  12. https://rogerfarnworth.com/2024/08/08/petrol-railmotors-the-railway-magazine-september-1922.
  13. http://www.meadekingrobinson.co.uk, accessed on 11th August 2024.
  14. https://www.chemical.org.uk/members-directory/meade-king-robinson-co-ltd, accessed on 11th August 2024.
  15. https://en.m.wikipedia.org/wiki/Brown_Bayley_Steels, accessed on 11th August 2024.
  16. https://en.m.wikipedia.org/wiki/Steckel_mill, accessed on 11th August 2024.
  17. https://www.uvalidkoping.com/machine/cl-630, accessed on 11th August 2024.
  18. https://goddards.com/pages/all-collections, accessed on 11th August 2024.
  19. https://www.google.com/url?sa=t&source=web&rct=j&opi=89978449&url=https://www.ncbi.nlm.nih.gov/pmc/articles/PMC2334043/pdf/&ved=2ahUKEwjb2uL3xe2HAxUia0EAHSOgMuoQFnoECBEQAQ&usg=AOvVaw3yNnhqTzcJKP7y2ejnXRMH, accessed on 11th August 2024.

Water Troughs, Major Works, Campbeltown & Machrihanish Light Railway, Welsh Highland Railway and other snippets from The Railway Magazine, January 1934

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Water Pick-Up Troughs

Some superb diagrams showing the operation of water troughs were included on page 4 of the January 1934 edition of The Railway Magazine.

The effective operation of water troughs. [1: p4]

The Railway Magazine commented: “Long non-stop runs necessitate either the use of large tenders, such as are used in America … or the provision of track water troughs from which the tender can be replenished while the train is travelling. As long ago as 1859, … locomotive engineer, John Ramsbottom, … designed the type then and ever since used, with but minor modifications, such as the substitution of metal for wood in their structure.” [1: p5]

Figure 1 shows a typical cross-section. The length was been 0.25 and 0.5 miles and had to be on a completely level  length of track.

Figure 2 “shows diagrammatically the arrangements made for rapidly refilling a trough after a locomotive has taken water from it. The familiar ball-valve control is used to regulate the flow from a tank alongside the track to the trough. When the water in the trough reaches the correct level, the ball valve, in a small tank at rail level, rises and cuts off the supply. Steam heating has to be used to prevent freezing in frosty weather where traffic is infrequent and the troughs are in exposed positions.” [1: p5]

Figure 5: Section through a LNER eight-wheel tender which shows the arrangement of the water pick-up gear. [1: p6]

I love some of the diagrams in these early editions of The Railway Magazine. The one above is no exception, Figure 5 illustrates a typical form of water pick-up apparatus on a LNER eight-wheel tender. “The inclined delivery shoot will be seen to have a hinged foot-like scoop, curved to face the direction of travel and capable of being held clear of, or depressed into the troughs – which are centrally placed between the rails – by means of the system of rods, cranks and levers shown, these being under the control of the fireman. Warning boards are erected to enable him to be prepared to lower the scoop as the trough is approached, speed seldom being appreciably reduced over the troughs. The scoop is usually lowered before the trough is reached, a slight gradient being arranged in the track, by which the scoop drops below the water level, and is similarly raised at the far end of the trough, should the crew not have lifted it out earlier. To aid in raising the scoop when the tender gauge shows the tank in it to be full, steam or compressed air is often used.” [1: p5]

A speed through the toughs of 25 mph was sufficient to ensure the take-up of water, although higher speeds were more effective. But express speeds tended to waste water and could result in damage to the permanent way. Maintenance costs with the amount of flooding which occurred were high.

The LMS made use of a tender which had an observer’s compartment to study what happened at water troughs and, as a result, designed a simple device which significantly reduced the spilling of water. “Briefly, the passage of the scoop through the trough causes the water in it to pile up and overflow at each side, and to neutralise this a pair of slightly converging deflector vanes are fixed 1 ft. 4 in. in advance of the scoop, which force the water towards the centre of the trough and make it pile up there instead of at the sides (Figures 3 and 4). Some 400 gallons are saved every time these deflector vanes are used, and the quantity of water required is reduced by about 20 per cent.” [1: p5]

Figure 6: Water Pick-up Troughs on the East Coast Main Line (LNER) [1: p7]

Figure 6 is a map showing the distribution of water troughs along the main LNER. route to Scotland, and Figure 7, those on the LMS, both on the LNWR (West Coast) and the Midland routes.

Figure 7:The Water Troughs on the two LMS routes to Scotland. [1: p7]

The water troughs on these long distance routes obviated the need for larger tenders and the need for time-wasting water stops. 3,500 to 5,000-gallon tenders were more than adequate.  It also appears to have been true that the use of water troughs generally meant that water purity was higher which minimised boiler maintenance and also reduced the need for water-softening plants. [1: p5]

The GWR Capital Programme

The Railway Magazine noted, “A special programme of extensions and improvements, involving a cost of over £8,000,000, was put in hand by the GWR under the Development (Loan Guarantees and Grants) Act, 1929, in anticipation of its future requirements, for the purpose of assisting in the relief of unemployment. … The Railway Gazette, issued on [8th December 1933] a profusely illustrated Special Supplement dealing comprehensively with these works. A notable feature of this supplement is the wealth of drawings, including a double-page map of the G.W.R. system, with inset detail plans of the new works.” [1: p74]

Earlier in the January 1934 edition, The Railway Magazine carried an advert over two pages from The Railway Gazette for the supplement to their magazine (which, when bought separately, cost the princely sum of 1s).

The first page of the advert about the GWR Capital works programme and the Railway Gazette supplement. [1: pXIV]
The second page of the advert about the GWR Capital works programme and the Railway Gazette supplement. [1: pXV]

The Campbeltown & Machrihanish Light Railway

The Campbeltown and Machrihanish Light Railway was one of only four 2 ft 3 in (686 mm) narrow gauge railways in the UK. The other three were/are in Wales: the Corris Railway, the short-lived Plynlimon and Hafan Tramway and the Talyllyn Railway. [3]

In its January edition, the Railway Magazine reported that “an Order dated [7th November 1933], by the Minister of Transport, appeared in The London Gazette of 7th November, declaring that the Campbeltown & Machrihanish Light Railway Company shall be wound up.” [1: p74] The line, which was closed about eighteen months earlier was 6 miles 29 chains in length and of 2ft 3in gauge. The rolling-stock comprised three locomotives, six passenger and and two goods vehicles. “The company was incorporated on 8th May 1905, and the line opened on [17th August 1906] of the following year. This isolated railway, in the Mull of Kintyre, suffered particularly severely from road motor competition,” [1: p74] and, a few years previously, an attempt was made to meet road competition with its own bus service, but that failed.

‘Atlantic’ was the last locomotive built for the Campbeltown and Machrihanish Light Railway. It was an Andrew Barclay 0-6-2T, built in 1907. Seen here in charge of a train of four coaches leaving Campbeltown for Machrihanish. [2]

A canal was first constructed to bring coal from pits close to Machrihanish to Campbeltown. It was in use from 1794. There were no locks as the canal traversed relatively flat terrain. It was three miles in length, running from Mill Dam in the West to Campbeltown. Only two barges plied its length which carried around 40 cartloads of coal each day to Campbeltown. However, “the extent to which the canal was used or cared for seems doubtful. … It had fallen into disuse and been virtually abandoned by 1856 and when, about 1875 the colliery changed hands, the new owners … found it choked with weeds and difficult to clear. … In the Company’s prospectus of 1875 it was stated that a railway was to be built.” [4: p7-8]

The new railway was a little over 4 miles in length at first, running between the pits and a coal depot on Argyle Street, Campbeltown. In 1881 the length was extended to 4.7 miles. “There were a number of level crossings, all originally gated but subsequently left open, protected only by cross trenches to keep cattle and sheep off the line.” [4: p8]

At first, only a single loco worked the line, an Andrew Barclay 0-4-0T engine named ‘Pioneer’. After the line was extended to a new colliery business “became so brisk that in 1885 a second locomotive was bought from Barclays, an [0-4-0ST initially, later altered to an 0-4-2ST] named ‘Chevalier’.” [4: p9]

In 1901 and 1902, two high-speed turbine steamers brought “increasing numbers of day trippers to Campbeltown where … many of them were conveyed to Machrihanish … by horse-drawn carriages.” [4: p11]

The railway saw significant changes as a result. Both to carry passengers and to enhance the delivery of coal to boats at the New Quay in Campbeltown, the line was extended East to New Quay and West to the Golf links at Machrihanish. A new company, the ‘Argyll Railway Company’, was formed to manage the line.

The new railway was to be close to 6.4 miles in length and was opened to passenger traffic in 1906. By “August 1913 there were seven trains each way daily. … The war naturally led to a curtailment of services, … until the early months of 1917 saw the line’s minimum service of one daily train in each direction. … After the war … the tourist trade soon picked up again and before long the summer months saw eight regular trains a day in each direction. … Although the 20s saw increasing competition from buses, the time tables continued to show eight trains daily in each direction right up until the withdrawal of services in 1931.” [4: p23]

Commenting on the closure of the line, A.D. Farr says: “When the railway finally closed the prime reason was the loss of revenue following the closure of the colliery in 1929, but a major factor was also the bus competition. To meet this second-hand buses had been bought by the railway, but the experiment was to no avail and they were soon sold to the competing road transport concern.” [4: p23]

The line owned a total of five locomotives at different times: ‘Pioneer’, a Barclay 0-4-0T; ‘Chevalier’, a Barclay 0-4-0ST which may have been converted to an 0-4-2ST; ‘Princess’, a Kerr-Stuart 0-4-2T; ‘Argyll’, a Barclay 0-6-2T; and ‘Atlantic’, another Barclay 0-6-2T. [4: p41]

Six passenger coaches were employed on the line, all built by R.Y  Pickering & Co., of Wishaw, Lanarkshire. All were bogie ‘cars’ and “were externally very attractive models of the tramways type, 43 ft 6 in long and with two 4-wheel bogies, 30 ft centre to centre carrying 1ft 11in diameter wheels. At each end was a covered platform, guarded by a wrought-iron balcony and ‘telescopic gates’, and with steps on either side to within a foot or so of the ground.” [4: p43]

The coal company owned a series of wagons which carried the ‘C.C.C’ lettering. But it seems as though the railway company owned only a heavy goods brake van and one other wagon, although little is known about that vehicle. [4: p45]

The Welsh Highland Railway

The Railway Magazine reported that the “Joint Committee representing the local authorities with investments in the Welsh Highland Railway has decided to ask the debenture-holders to close down the line. Carnarvonshire County Council has £15,000 in the venture, Portmadoc Urban District Council £5,000, and the Gwyrfai, Glaslyn and Deudraeth Rural District Councils £3,000 each. At a recent meeting of the Portmadoc Council, Mr. Oswald Thomas said it was important that if the railway were closed, the rails should not be taken up, particularly between Portmadoc and Croesor Bridge, as it was hoped before long to see quarries in the district working again. Captain Richard Jones said it might be arranged for the Portmadoc Council to take over that part of the railway.” [1: p74]

West Monkseaton Railway Station Waiting Shelter

The Railway Magazine picked a rather modest platform building at West Monkseaton for praise.

West Monkseaton Railway Station, LNER – a new waiting shelter – January 1934. [1: p75]

“Here is precise repetition used rhythmically; the units are a nine-light window and a half-glazed door; the rhythm is 2-door-2-door-2-door-2. The designer is to be congratulated in that he has been careful to keep the horizontal glazing bars of doors in line with those of the windows; the horizontal effect of the windows; therefore unbroken. The portions of the window panes are The proportion good, being about 5 to 3. The key-note of the design is the restful cornice band running round the structure; unpretentiously it ties in the whole composition; its horizontality is repeated by the edges of the weather-boarding under the windows, and is balanced by the white base upon which the building stands; this cornice band also sets off, and is set off, by Mr. Eric Gill’s standard LNER lettering. Thought has evidently been expended upon the design of this shelter, and it gives us pleasure to illustrate such a satisfactory and pleasing little piece of station architecture, especially when we consider what the perpetuation of railway custom might have produced.” [1: p75]

Check Rails and Ramps

By 1934, it was common practice “to provide safety devices at viaducts and other important bridges to reduce to a minimum the risk of vehicles, which may have become derailed, falling over the edge. Special guard rails, fixed either inside or outside the running rails and usually at a slightly higher level, are laid across the viaduct, with some splayed arrangement at both ends to direct derailed vehicles from the edge toward the rails. An ingenious elaboration of this is shown in the accompanying illustration. It consists of converging rails with a steel ramp between them rising to rail level. Any derailed wheels would run up this and should automatically become re-railed at the top.” [1: p74]

The steel-ramp approach to a short viaduct at Midfield. [1: p74]

References

  1. The Railway Magazine; Westminster, London, January 1934
  2. https://www.ebay.co.uk/itm/353145047017?mkcid=16&mkevt=1&mkrid=711-127632-2357-0&ssspo=VG76xMQ6St6&sssrc=4429486&ssuid=afQhrar7TGK&var=&widget_ver=artemis&media=COPY, accessed on 6th August 2024.
  3. https://en.wikipedia.org/wiki/Campbeltown_and_Machrihanish_Light_Railway, accessed on 7th August 2024.
  4. A.D. Farr; The Campbeltown and Machrihanish Light Railway; (First Reprint) Oakwood Press, Headington, Oxford, 1987.

Petrol Railmotors – The Railway Magazine, September 1922

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The Railway Magazine of September 1922 carried two short articles about new petrol Railmotors. …

North Eastern Railway (NER) – Petrol Rail Motor Bus

The first short article was about an experimental vehicle used by the NER.

On certain portions of the NER network, the company realised that “there was room for a service conducted on lines as nearly as possible identical with those of motor buses on the roads. With the view of ascertaining, without much initial expenditure, whether the scheme is likely to prove financially successful, they have converted one of their ‘Leyland’ road motor ‘buses, formerly running on the road services in the vicinity of Durham, so as to make it suitable for running on the railway.” [1: p234]

The war resulted in a significant increase in railway working expenses which made it impossible to provide a train unit on some of the country branches, where the number of people travelling was small, “sufficiently cheap to cover its working expenses out of the small revenue available,” [1: p234]

NER Rail Motor [1: p235]

The NER needed to devise a cheaper form of rail transport. As a first step, it decided to convert one of its own fleet of petrol-powered road buses. The company’s intention was to undertake a trial at low cost before developing a design specifically tailored to rail use.

The experimental unit entered service on 19th July 1922. If “the results  of the working of this vehicle are encouraging, the company intend[ed] to build vehicles [capable of] carrying up to 40 passengers, and maintaining an average speed of approximately 30 m.p.h.” [1: p236]

The railmotor operated between Copmanthorpe, York, Strensall and Earswick, and was “manned by a motorman and a conductor exactly in the same way as if it were running on the highway. Single journey tickets [were] issued on board, so that passengers [did not have] the trouble of going to the booking office. It [had] accommodation for 26 passengers. It [ could]  be driven from both ends, and run in either direction, and the motive power consist[ed] of a 35-h.p. Leyland engine of the standard type, supplied by the builders for their ordinary commercial road vehicles.” [1: p236]

The donor vehicle was one of three Leyland Motor Co. buses that the NER purchased on 21st July 1921. “With a long bonnet and a overhanging roof at the front, it was a typical design for that time. The conversion was completed at York Carriage Works. Initially No. 110 in the Road Vehicle fleet, it was renumbered as No. 130Y shortly after conversion because No. 110 was already occupied in the Coaching Stock list.” [2]

An “additional radiator and an additional driving position were located at the rear of the vehicle. Central passenger doors were fitted to both sides of the saloon. …. Folding steps were also added to allow access from rail level. These were later replaced with fixed steps, and eventually removed altogether. An electric headlamp was also fitted.” [2]

The LNER website continues: “the initial York duty involved a service to Haxby, Strensall, Earswick, and Copmanthorpe. NER Petrol Autocar No. 2105 took over this duty on 9th July 1923, and No. 130 was transferred to Selby. At Selby, No. 130 operated daily return trips to Straddlethorpe, York, Goole, Catleford, Goole, Market Weighton, Cawood, and Hemingborough. This resulted in a full timetable that started at 6:52am and finished at 7:44pm. No. 130 took part in the Stockton & Darlington Centenary celebrations, but continued these Selby duties until November 1926.” [2]

Railmotor No. 110, later No. 130. The fold-down steps can be seen clearly in this image. [2]

On 11th November 1926 the railmotor/railbus “caught fire whilst being filled up with petrol at Selby shed. The entire bus was reportedly gutted within 15 minutes. Reports also suggest that someone used a naked paraffin lamp to check the level of the petrol tank. Only the chassis remained, and it was eventually decided not to rebuild or replace the bus. No. 130 was officially withdrawn from stock on 9th April 1927.” [2]

It seems as though the initial experiment was successful enough to allow the NER to authorise the building of a further experimental petrol railmotor (No. 2105) in September 1922. A Daimler engine was purchased in October and “the remainder of the vehicle was built at York Carriage Works and was completed in July 1923. By this time, Grouping had occurred, and the autocar was given the LNER number 2105Y. It was later renumbered as No. 22105 in August 1926.” [3]

Railmotor No. 2105 (later renumbered 22105) [3]

It seated 40 in third class accommodation, seats were in pairs either side of a central gangway. “The distinctive wheel arrangement had a two axle bogie at the engine end, and a single fixed axle at the other end. The single fixed axle was powered from the motor via a clutch, three-speed gearbox, and propeller shaft with two universal joints. 40mph was reportedly possible. Radiators were fitted to both ends.” [3]

This Railmotor took over the service provided by No. 130 and continued to operate local services in and around York until 1930. By 1930, it had been renumbered 22105.Closure of a series of local stations that year led to it being reassigned to the Hull area. It is “known to have been given an extensive timetable in the Hull area from 1st May to 17th July 1932 when it worked a 14 hour timetable including Beverley, Thorne North, Brough, Willerby & Kirk Ella, and Hull. Reports suggest it was unreliable during this period and was often replaced by a Sentinel steam railcar.” [3]

Over the next two years, No. 22105 did not work any revenue-earning services. It was withdrawn from service on 19th May 1934.

What is perhaps surprising is that these two experimental vehicles were not the first ones used on the NER network. The NER had experimented with petrol railmotors just after the turn of the 20th century. Two examples are worthy of note.

A. Petrol-electric Railmotors/Autocars

The NER were reviewing their operation of suburban passenger services on Tyneside. Alongside the introduction of electric trains on an urban network of lines which would later develop into the Tyne and Wear Metro, the NER ordered two experimental railcars/railmotors to work other, non-electrified, parts of the network.

“Both railcars were built at the York Carriage Works, together with the original Tyneside electric stock, in 1902-3 and numbered 3170 and 3171. They were 53.5 feet long and weighed around 35 tons. They had clerestory roofs, bow ends, large windows and matchboard sides. There were four compartments inside, the engine room with the principal driving position, a vestibule, the passenger saloon and a driving compartment. There was no guard’s compartment. The passenger saloon had 52 seats. These were reversible and upholstered in standard NER pattern. With curtains at the windows, radiators between the seats and electric lighting, the passenger accommodation was described as ‘cosy’ and seems to have been very popular with the travelling public.” [4]

These two railmotors were referred to as ‘autocars’ after the steam push/pull autotrain services already operated by the NER.

The Embassy & Bolton Abbey Railway comments: “These NER railcars were the first in the world to use petrol-electric technology. At that time, diesel engines were less advanced and not as reliable as their petrol counterparts. The concept of using internal combustion engines to power electric traction motors would later be developed into the diesel electric technology used to power many of BR’s ‘diesel’ locos.” [4]

One of the two NER petrol-electric railmotors. [5]

Initially the railmotors/autocars saw service “between West Hartlepool and Hartlepool stations (in direct competition with electric tramcars) and Scarborough to Filey (as a replacement of a steam service). Later, the autocars were transferred to the Selby – Cawood branchline to work the passenger services there. In 1923, no.3170 was fitted with a larger engine and new generator giving it sufficient power to pull a conventional carriage, thus increasing passenger capacity. It worked in the Harrogate area for a while before rejoining its twin on the Cawood branch. No. 3171 was withdrawn in 1930 and No. 3170 in 1931.” [5]

These vehicles had a petrol engine and a generator in their engine rooms, producing electricity for two Westinghouse 55HP traction motors which were mounted on the bogie underneath. A series of different petrol engines were used during the life of these vehicles. “In 1923, no. 3170 was given a third engine, a 225HP 6 cylinder ex-WD engine rumoured to come from a First World War tank. This new engine gave 3170 more torque and enough power to haul an autocoach as a trailer, though it seems not to have affected the maximum speed.” [5]

The LNER showed an interest in these vehicles and went on to test Armstrong diesel-electric railcars in the 1930s, but by then Sentinel steam railcars had been introduced. “These were not as reliable or popular, they had more seats and fitted better into the contemporary infrastructure.” [4]

No. 3171 was dismantled when withdrawn. When No. 3170 was withdrawn on the 4th April 1931 it was transported to Kirkbymoorside near Pickering, where the body became a holiday home. “Fitted with a tin roof and veranda it was well protected from the weather and survived there until September 2003 when it was sold to carriage restorer Stephen Middleton who moved it to the Embsay and Bolton Abbey Steam Railway.” [5]

B. A Petrol Directors’ Vehicle

NER Directors’ Inspection Car [8: p358]
Side elevation and Plan of NER Inspection Car [8: p460]
End elevation of NER Inspection Car. [8: p460]

The Engineer reported in early 1908 that “The North-Eastern Railway Company [had] recently built at its York carriage works and introduced into service a petrol rail motor inspection car designed for the use of its executive officers. The car [was] 17 ft in length by 7 ft in width, with a wheel base of 10 ft. It [was] arranged with a driver’s compartment at each end, and with an open saloon 10 ft. long in the middle. The saloon [was] entered through either of the driver’s compartments, and there [was] a permanent seating accommodation for six passengers, whilst two extra seats [were] provided on camp stools.” [8: p358]

It seems reasonable to ask why, with the  experience gleaned in the very early years of the 20th century, the NER felt the need in 1922 to commission further experimental vehicles. Was it because the technology had developed significantly? Had the early experiments been less than satisfactory?

Weston, Cleveland & Portishead Light Railway

The second short piece in The Railway Magazine of September 1922 related to a Railmotor constructed by the Drewry Car Company Limited (Works No. 1252), to the instructions of Colonel H.F. Stephens, who, along with other roles, was Engineer and General Manager of the Weston, Clevedon and Portishead Light Railway.

The railmotor was powered by a 4-cylinder Baguley 35 hp petrol engine with a 3-speed gearbox and its oil consumption, on easy gradients, [was] 16 miles to the gallon. It had a maximum speed of 25 mph. It was 19ft long and driven by a chain drive from either end. It had 2ft diameter wheels. [1: p239][6]

A Drewry Railmotor at the Weston, Cleveland & Portishead Light Railway. [1: p239]

The vehicle had full visibility all round. Glazed throughout above waist height. Side widows were openable. The panels below the windows were of steel. Acetylene lighting was provided for travel after-dark. The unit carried a maximum of “42 passengers – 30 sitting and 12 standing. The car [was] provided with rails round the roof to enable light luggage and market produce to be carried outside, thus giving the passengers more accommodation.” [1: p239]

Colonel Stephens “was a pioneer of petrol traction. The WC&PR was the first of his railways to introduce railcars. … Due to low running costs [the Drewry Railmotor] was relatively profitable. … Originally the petrol tank was fitted inside the railcar together with spare cans of petrol. As smoking was then common, it was later realised that this was a hazard and a cylindrical horizontal petrol tank was fitted at one end above the buffer beam.” [6]

“A light four-wheel wagon built by Cranes was bought in 1925 for the railcar to carry extra luggage or milk churns.” [6]

The Weston, Clevedon and Portishead Light Railway’s first Drewry railcar at the Ashcombe Road terminus in Weston-super-Mare. It was built for the WC&P in 1921 and operated until the line closed in 1940, © Public Domain. [7]

References

  1. The Railway Magazine, Westminster, London, September 1922.
  2. https://www.lner.info/locos/IC/ner_petrol_bus.php, accessed on 8th August 2024.
  3. https://www.lner.info/locos/IC/ner_petrol_autocar.php, accessed on 8th August 2024.
  4. https://www.embsayboltonabbeyrailway.org.uk/oldsite/nerautocar.html, accessed on 8th August 2024.
  5. https://electricautocar.co.uk, accessed on 8th August 2024.
  6. https://www.wcpr.org.uk/Railcars.html, accessed on 8th August 2024.
  7. https://commons.m.wikimedia.org/wiki/File:Ashcombe_Road_-_WCPLR_small_railcar.jpg, accessed on 8th August 2024.
  8. The Engineer; 3rd April 1908, p358 and 1st May 1908, p460.