The Railway Times - Issue 2

A SPECIAL PUBLICATION DEDICATED TO THE HISTORY OF RAILWAYS, FROM THE ARCHIVES OF

Railway Times

Issue 2

1915 Ambulance trains for the continent

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1967 The Croydon canal & railway

1915 Birmingham New Street

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1944 Bricklayers Arms Station

1910 The Sprat & Winkle Line

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1984 Prototype '150' unveiled

1898 The Adventures of Plantagenet Smith

in Britain. Two viewing stands had been arranged, with tiers of seats, one on each side of the track, and a commentary was given over loudspeakers.

Indeed, on coming into the field adjacent to the test track, it was difficult to suppress a carnival atmosphere, with the sun shining, music playing over the public address system, and marquees erected for exhibition and refreshment purposes — one looked around for the gallopers and steam organs, before realising that this was a serious scientific experiment.

Close-up of the wrecked train from the rear: the nuclear fuel flask lies on its side to the right of the train, with the ”Flatrol” wagon body across the roof of the first coach. Pieces of locomotive and coach bogies and underframes litter the foreground

Operation Smash Hit '84 British Railways and the Central Electricity Generating Board deliberately destroy a train to prove the safety of nuclear fuel flasks.

Reprinted from the October 1984 issue of The Railway Magazine.

At lunchtime on Tuesday July 17, class "46" locomotive No. 46 009 and three Mkl coaches. Nos. E25154. M4514 and E25564. crashed at 100 m.p.h. into a derailed “Flatrol” wagon, loaded with a steel flask of of the type used for carrying irradiated fuel rods from nuclear power stations to the works of British Nuclear Fuels Limited in Cumbria. for reprocessing.

However, this was no accident. but part of a four—year £4m programme of tests on full—size nuclear fuel flasks undertaken by the Central Electricity Generating Board to allay any public disquiet on the ability of these vessels to stand up to the severest forms of accident. The flask in the test. which was

loaded with three tonnes of steel bars to simulate nuclear fuel rods, and filled with water at 100 lb. per sq. in. (though about 15 lb. per sq. in. is the normal service pressure). survived the impact virtually unscathed, apart from a gouge on the lid, and only lost 0.2 lb. per sq. in. pressure as a result of the impact.

British Railways has been carrying these flasks safely round the country for some twenty years now, in which time there have been no serious incidents involving them, but persistent fears have been voiced by an anti-nuclear lobby, as a result of which the CEGB embarked on a series of tests with half and quarter-full—size models. However. its critics were not satisfied, saying that models were all very well, but what about the real thing? Would it behave in the same way as the models? This caused the CEGB to undertake full—size tests, which it had up to then resisted, because of the cost.

On March 6, 1984, a drop test of a full—size nuclear fuel flask was carried out at the CEGB Structural Test Centre at Cheddar, when a flask was dropped from a height of 29 1/2 ft. (9m) onto concrete and steel anvils and met the requirements of the International Atomic Energy Authority regulations by a large margin. As called for in these

regulations, the same flask was used in the rail crash demonstration.

The crash was staged on the Edwalton to Melton Mowbray test track used experimentally by British Railways Research Department, near the site of Old Dalby Station. The cost to the CEGB was £1.6m. including the rolling stock and compensation to local landowners (part of this was £2,000 for disturbing

the pheasants!). Two trains were chartered from BR by the CEGB, and run from St. Pancras to and from the test site, one carrying press and CEGB and BR officials, the other (which used the set of FOs run by the Steam Locomotive Operators Association while its Pullman cars are having asbestos removed at Carnforth) carrying other invited guests, including observers from most of the nuclear power stations

The actual crash impact point was on a siding connected to the test track and ending, without buffer-stops, in a shallow dead-end cutting. The rails had not been continued to the end of this, as it was reckoned that the train would derail, and additional lengths of track, which would be badly damaged, would have little effect on the overall result.

The "Flatrol" wagon had been specially made for the exercise and lay on its side diagonally across the track, with its bogies separated from it, as if they had come off in its “derailment". The nuclear fuel flask was thus on its side, still in the well of the wagon. with its lid facing towards the oncoming train, and angled so that it would be struck by the locomotive at its weakest point, the joint between the lid and the body of the flask.

These “Magnox Mark M2c" flasks measure 7 ft. 1 7/8 in. X 8 ft. 4 3/4 in. X 7 ft. 3 in. (2.18 x 2.56 X 2.21m), and have a body made from a single-piece steel forging with the inside cavity machined out of the solid, and a single—piece forged steel lid secured by sixteen 2 in. (50mm)-diameter high-tensile steel CONTINUED ON PAGE 2

Seconds after the impact, smoke and dust envelope the wreckage, with the last coach of the three-coach train just visible through it, beyond a battery of public address loudspeakers

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CONTINUED FROM PAGE 1

bolts and double elastometer “O” ring lid seals. Steel cooling fins are welded to the outside of the flask body and the all-up weight of the flask, lid, water and simulated three—tonne load is 48 tonnes.

Class “46” locomotive No. 46 009 was built at Crewe Works in 1961 and entered service with BR later that year. It was of 1Co-Co1 wheel arrangement, had a 12-cylinder four-stroke Sulzer diesel engine of 2,500 h.p. and was withdrawn from BR service on October 23, 1983, after running 1,104,000 miles. It was 67 ft. 11 3/4 in. (20-72m) long and weighed

140.5 tonnes. It had last been used by BR in the Gateshead area, was bought by the CEGB for £16,750, and had been specially tuned at Toton Depot to ensure that it would reach the required test speed of 100 m.p.h. The only changes made from a regular service locomotive were the fitting of a remote starting switch and the removal of its batteries and CO2 fire extinguisher cylinders. It faced a sad but spectacular end, though it was due to be scrapped anyway.

behind the locomotive was SK No. E25154, built at Wolverton 1955/6.

Coupled behind it was TSO No. M4514, built at York 1956/7. Rear coach was another SK, No. E25564, built at Wolverton 1957/8. All were mounted on B1 bogies and the three of them cost the CEGB £2,190. Additionally, a second locomotive, No. 46 023, had been reserved as a standby in case of the failure of 46 009, but its services were not required.

The three coaches were standard Mkl vehicles and, those attending were assured over the loudspeakers, contained no asbestos. Immediately

Timing was precise, to fit in with television news broadcasts, and the impact was scheduled for 13.12; it was actually about nine minutes late, as

some anti-nuclear protesters breached the security fence round the site and unfurled a banner before being removed by the police.

away from the direction from which the train had come, and the “Flatrol" wagon body flew into the air and came down across the roof of the leading coach.

The test train started from Edwalton, some eight miles (13km) from the crash point, and was shadowed by a helicopter taking news pictures. A second helicopter, carrying television cameramen, hovered above the crash site, and a third patrolled the area, accompanied by a fixed-wing aircraft.

The CEGB had taken out a Statutory Instrument to exclude any other aircraft from the zone.

Front and rear cabs of the locomotive were badly damaged — the'front cab all but destroyed — and the leading bogie appeared to have been split by the corner of the flask, its frames peeled back, and wheels and axles had come apart from the frames — one wheel had come right off its axle. The rear bogie of the locomotive was alongside the third coach.

Provision was made to halt the test before impact, should the train not be up to speed, catch fire, or be affected in any way which would cast doubt on the test results. This was by two a.w.s. magnets in the track which could be energised if needed, to apply the train brakes. In the event, there was no fire, and 46 009 ran well up to the test speed, so they were not needed.

At the impact, little more than a dull thud could be heard above the noise of the helicopters. There was a brief flash of fire, believed to be the locomotive’s fuel tank being crushed between its two bogies, and clouds of dust and smoke obscured detail. Through it, the locomotive could be seen to rear into the air and fall on its side before coming to rest. The three coaches remained more or less in line and upright, though the first one was slightly canted over to one side, and had its lavatory vestibule smashed into the rear cab of 46 009. All the coach bogies had come loose, and ended up under the rear vehicle. The nuclear fuel flask rolled out to the righthand side of the wreckage with its lid

Setting the scene: the "Flatrol" wagon, with the nuclear fuel flask in its well, lies diagonally across the test siding at Old Dalby, ready for the crash

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Notable was the way the old Mkl coaches stood up to the impact. There was no buckling of underframes and, apart from a few broken windows and the destruction of the lavatory vestibule of the first vehicle, the compartment coach seats were virtually undamaged. However, in the TSO. the seats and tables had all been torn loose from the floor and were in a tangled heap in the middle of the vehicle.

In acknowledging the success of the test, the CEGB pointed out that it had only borne out predictions from model tests at considerably greater expense. but that if these results served to still public disquiet about the safety of the transport of irradiated nuclear fuel, then they had served their purpose.

However, one of the objectors had a point (though it had nothing to do with the rail crash demonstration) when he said that it was all very well proving how safe these flasks and their contents were in transit, but what was the use if, when they got them to Sellafield, radioactive material was allowed to leak into the sea! •

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Headline News: A look back at 2000 Royal Train damaged after guard fires two shots while Queen sleeps IN an extraordinary incident a guard fired two bullets aboard the Royal Train on June 15. The shots damaged one of the Mk2 support vehicles, with the bullets striking the coach's floor and table.

The Queen and Duke of Edinburgh were asleep in the train at the time.

The mishap occurred at 05.30 while the train, coupled behind Class 47/7 No 47798 Prince William, was stabled on one of the Welsh valley lines en-route from London to Cardiff, where the royal Couple were to Carry out a day of engagements.

It is understood that the armed officer, a member of the Royal Protection Squad, accidentally discharged the 9mm Austrian-made pistol while handling it and then fired it again while trying to make it safe.

He has been taken off firearms duties pending an investigation.

Full repairs to the coach have been carried out at Railcare Wolverton. ***

‘Rail rage’ on the rise INCIDENTS of ‘rail rage‘, in which delayed and frustrated passenger hit out verbally and physically at staff or fellow travellers, is on the increase, according to industry statistics just published.

Last year's big increase in ontrain violence is being blamed on overcrowded carriages as passenger numbers continue to spiral upwards.

Assaults and robberies are also up on average to more than nine a day, according to Transport Police, and tend to rise from 4pm onwards. *** Bus company Arriva may bid for GNER AS we closed for press, it was rumoured that Arriva — one of the few major bus companies without a train operating licence — was considering a bid for the East Coast Main Line franchise, currently held by Great North Eastern Railway.

The first salvoes were fired in the long campaign of re-letting the franchises on November 24 when Franchising Director Mike Grant invited bids for three of

the first to be renewed — GNER, Chiltern and Connex South Central, all of which expire in 2003.

Chiltern owner M40 Trains quickly intimated it would be seeking a renewal. There was no immediate statement from GNER, which is owned by James Sherwood’s Sea Containers Ltd. *** Train with space for 428 people was carrying 1,000 THE subject of train overcrowding was brought before the House of Commons on October 28 after complaints about the 10.00 PaddingtonSwansea on October 23 — a train so overcrowded that the driver and conductor refused to pick up any further passengers west of Reading on the grounds of safety.

It is estimated to have been carrying 1,000 passengers instead of the capacity figure of 428.

The Leader of the House, Margaret Beckett, assured MP John Smith that she would draw the attention of train overcrowding to the current review of train and rail safety.

Overcrowding has been a problem for many years,

especially on many London commuter lines. In the morning peak, some 12-car, 1963 slam-door trains operating for SWT with seating for 906 are known to carry around 1,400 passengers. *** Paddington hoax man arrested BRITISH Transport Police have arrested a man who allegedly posed as a passenger in the Ladbroke Grove rail crash and tried to claim compensation.

Stuart Ashley, 24, of Morden, south London, rang the victims’ helpline but used a false name, whichresulted in First Great Western and Thames Trains offering counselling and financial aid.

“I don’t know why I did it,” he said. ‘‘I just picked up the phone, told them I was on one of the trains and gave an address in lnverness where l’d stayed on holiday,” said Ashley. *** Prime Minister’s wife fined for travelling without ticket A CRACKDOWN on the rules surrounding penalty fares is set to be introduced after an embarrassing and highlypublicised incident in which the Prime Minister’s wife was fined for travelling without a ticket in January.

The incident was doubly controversial as Cherie Blair is also a High Court judge and was on her way to preside over a hearing at Luton Crown Court.

She admitted to ticket inspectors at Luton station that she had travelled on a Thameslink train from Blackfriars without a ticket — but claimed this was because the ticket office at Blackfriars was not open and that she had no cash for the self-service machine as she had just returned from a foreign holiday.

Thameslink pointed out that Mrs Blair had travelled from Blackfriars at a time when the ticket office is always open - and that there are automatic bank cash dispenser machines on the station concourse.

The PM’s wife later admitted she had been “extremely embarrassed” by the experience.

The incident has highlighted the fact that there is no national consistency over penalty fares amongst the 25 TOCs - some have them, but many don’t.

As a result, Deputy Prime Minister John Prescott has asked the Shadow Strategic Rail Authority to draw up a policy of spot penalty fines to ensure passengers are in no doubt as to what will happen if they are caught travelling without a ticket. ***

Welcome We have spent the winter months in the archive, picking out more gems to present to you in this issue.

The dramatic front page comes from 1984. British Railways and the Central Electricity Generating Board deliberately destroy a train to prove the safety of nuclear fuel flasks.

On page 4 we tell the story of British-funded 'ambulance' trains, in use on the continent during the First World War, originally published September and October 1915 editions of The Railway Magazine.

For fans of modern diesels, we take a look at the prototype '150' from 1984 on page 9 – British Railways' ageing fleet of diesel multiple-units were to be replaced by modern vehicles.

Originally promoted as a canal, the railway to West Croydon has had five

Page 14: The new Bricklayers Arms in 1844, terminus of the South-Eastern Railway

different methods of traction. The article by Edward Treby on page 10 was first published in October 1967.

Pages 12 and 13 feature archive images from Birmingham New Street station in 1915, including the central carriage drive, the famous footbridge and a holiday crowd waiting for a Llandudno train on No. 3 platform.

Turn to page 14 for the fascinating story of the failure of Bricklayers Arms as a passenger station by Canon Reginald B Fellows. The station, on the world's first line to be controlled by a signal box, was built partly the relieve congestion at London Bridge Station but was never popular with the public. Originally published in two parts in the July/August and September/October 1944 issues of The Railway Magazine.

We have another piece of Victorian railway fiction on page 17, from the

INVASION means more trains for the Fighting Forces, Railway Executive Committee, 1944.

MANY thanks to everyone who took the time to send in feedback on the first issue of Railway Times. We launched at the Barrow Hill Grand Reopening Gala which was a fabulous event – congratulations to Mervyn Allcock and the whole team there.

February 1898 edition of The Railway Magazine: 'Told in a first-class smoker – The Adventures of Plantagenet Smith' written by T F Ridgwell, and illustrated by Scott Damant.

If you missed issue 1 of Railway Times, you can read it online here: www.railwaymagazine.co.uk/ railwaytimes.

To access all these stories, articles and features, plus thousands more, subscribe to our archive – it's quick and easy to do. Turn to page 24 of this special supplement.

As always, we welcome feedback and comments as well as suggestions for future editions – archive@railwaymagazine.co.uk.

Editor Darren Hendley archive@railwaymagazine.co.uk railwaymagazine.co.uk/archive Production editor Sarah Wilkinson Publisher Tim Hartley Picture desk Paul Fincham Archive scanning Angie Sisestean Text processing Mark Aston & Andy Hill Publishing director Dan Savage

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The European War

Ambulance Trains for Service on the Continent

The story of British-funded 'ambulance' trains, in use on the Continent during the 'European War'. First published September and October 1915.

In later issues of the RAILWAY MAGAZINE during 1914 particulars were given of the numerous "hospital" or "ambulance" trains placed in service on the home railways, in order to meet one of the special demands created by the European War in which we are concerned. In May, 1915, further ambulance trains were described, these being intended for service nearer to the immediate war area, and now we are able to deal with other trains for service on the Continent which have been and are being equipped at the works of several of the British railway companies.

Early in the war several ambulance trains were equipped for service on the French railways.

Then came three trains supplied from this country, of which the cost of two was largely defrayed by the United Kingdom Flour Millers Association. A fourth is known as the Queen Mary train, or as the “Lord Michelham” train, that nobleman having been largely associated therewith. There is also the Princess Christian Hospital Train, equipped in conjunction with the Red Cross Society, of which Her Royal Highness is President. These trains were described in the RAILWAY MAGAZINE for May, 1915. Four were built at railway companies works here, largely utilising existing rolling stock suitable for adaptation; the Princess Christian train was specially built by the Birmingham Railway Carriage and Wagon Co., Ltd. All these trains have rendered good service and are regularly in use; but with the growing demands of the war area additions are called for, and eight others, each consisting of 16 vehicles, are being supplied by various home railways.

It is with these that we are now principally concerned, and the matter is of further interest in that some of them have been utilised for public exhibition, with a view to raising funds for the benefit of wounded soldiers, and especially the supply of comforts, etc., to those who have come from the railway service. A start was made

by the Lancashire and Yorkshire Railway Company, their train being exhibited on July 9th at Exchange station, Liverpool,. between the hours of 12 noon and 6 p.m. A charge of 1s. was made, the money collected being used for providing comforts for the soldiers and sailors at the auxiliary military hospitals in Liverpool. Nearly 5,000 people passed through the train during the hours noted, realising a sum of about 300.

The station platform was attractively decorated with bunting and flags, and there were in attendance thirty-two members of the Lancashire and Yorkshire Railway Centre of the St. John Ambulance Association in the Liverpool district, and a number were in the uniform of the St. John’s Brigade. Several nurses also lent assistance in the pharmacy and staff cars. The Lady Mayoress (Mrs. J. E. Rayner), in the absence of the Lord Mayor, who was detained at an important meeting, opened the inspection. There were also present during the day: Sir George Armytage (Chairman of the Company) and Lady Armytage, Mr. Aspinall (General Manager) and Mrs. Aspinall, Sir George Pilkington (Director), Sir James and Lady Barr, Col. Gemmell, Major Darwin, and many leading citizens of Liverpool. Mr. F. E. Gobey (Assistant Carriage and Wagon Superintendent, to Mr. G. Hughes, Chief Mechanical Engineer), under whose supervision the train has been constructed, and Mr. G. H. Nutter (Secretary of the Lancashire and Yorkshire Railway Ambulance Centre) were in attendance throughout the day and had charge of the arrangements.

We may here mention that ambulance men in the service of the Lancashire and Yorkshire Railway at the Liverpool station and depots have attended all the ambulance trains arriving at Aintree since the commencement of the war, assisting in the transfer of 8,700 wounded soldiers to the hospitals, and the military authorities have on several occasions expressed their appreciation of the great service

rendered by the railwaymen.

Partly in consequence of the conspicuous success realised by the exhibition in Liverpool, the London and North Western Railway arranged for the exhibition at Euston of the more interesting vehicles of -one of the trains equipped at Wolverton Carriage Works, under the direction of Mr. H. D. Earl, Carriage and Wagon Superintendent. These were placed at No. 12 platform on Wednesday, July 21st, and open for inspection between 8.0 a.m. and 6.30 p.m. A charge of 1s. was made for each person inspecting the vehicles, the money collected being devoted to the fund for providing comforts for the Railway Troops (R.E.) serving with the Expeditionary Force.

A portion of No. 12 platform was partitioned off alongside the train and provided with an entrance gate and ticket office at one end, and an exit gate, where tickets were collected, at the further end.

Several representatives of the Company were in attendance, going through the train with various parties. So great was the interest evinced that the exhibition was continued on the following day, with equally satisfactory results.

On Wednesday a party of high officers from the War Office attended at an early hour, and Mr. Guy Calthrop (General Manager), Mr. L. W. Home (Superintendent of the Line ), Mr. E. F. C. Trench (Chief Engineer), and, in fact, virtually all chief and many other officers of the London and North Western Railway went through the train during the morning. Numerous officials from other railways also came along, and there were many people of note, both in public and private life. Several parties of nurses from London hospitals were among the visitors, and on Thursday afternoon about 500 noncommissioned officers and men of the 2nd Division, London District, R.A.M.C. (T.) were given facilities for inspecting the train.

Ladies constituted a considerable proportion of the visitors, and a notable feature of the days

Ticket office erected for ambulance train exhibition at Euston proceedings was the number of suburban residents who had plainly come to town for the purpose, or had combined a visit to Euston with other engagements.

Besides the sums realised by the charge of 1s., collecting boxes were well supported, while the collecting dog “Brum” was not behindhand in soliciting contributions in his own way, his record being about £6 6s. (mainly in coppers) on the first day, while with another dog now in training a further sum of over £2 was added on the second day. Altogether, a sum of over £323 was realised by the exhibition, and about 6,000 people passed through the train.

The same train was then shown at Cannon Street station, South Eastern and Chatham Railway, on Tuesday, July 27th. A charge of 1s. was again made for each person inspecting the train, the money collected being given to the fund for providing comforts for the Railway Troops (R.E.) serving with the Expeditionary Force. The total number of persons who inspected the train was 3,968, and a sum of £212 8s. (£14 of which was collected by a dog) was realised. The Lord Mayor of London was amongst the visitors.

By the courtesy of officials of the Lancashire and Yorkshire and London and North Western Railways we are able to illustrate and describe these trains, which differ in several respects from ambulance trains previously dealt with in the RAILWAY MAGAZINE. The Lancashire and Yorkshire Railway train constructed at the carriage works, Newton Heath, consists of 16 bogie carriages, with a total length of 939 ft. 7 in. over buffers, and weighing when loaded 492 tons. The vehicles were withdrawn from ordinary traffic, and are of the modern elliptical roof design now standard on the

Lancashire and Yorkshire Railway, being equipped in accordance with arrangements made through the Ambulance Trains for the Continent Sub-Committee of the Railway Executive Committee. The formation and accommodation of the train are: 1 brake van with stores (with accommodation for train guard), 1 kitchen car (3 cooks), 4 ward cars with cots for 144 lying-down cases, 1 pharmacy car with pharmacy, treatment room, office, and stores, 1 staff car (for medical officers and nurses), 4 ward cars for sitting-up cases (256 patients), 1 ward car for sitting-up cases (infectious, 64 patients), 1 kitchen car (3 cooks), 1 personnel car (32 persons), 1 brake Van with 2 infectious wards and cots for 18 infectious lying-down cases; total 16 cars, with accommodation for 530 persons.

Vestibuled throughout, the train is fitted with electric light and fans, some of the latter in each ward being of portable type to fix upon any cot for cases calling for special treatment. The ward cars are enamelled throughout in white; the cots are in three tiers, and can be placed against the sides when not in use. The middle berth can also be lowered to form a back for sittingup cases when required. The kitchens are fitted with standard Army ranges, supplied by the London Warming and Ventilating Co., Ltd., coupled to a hot water installation, providing a constant supply of 50 gals. of hot water in each kitchen. The water supply on the train is a very important matter, and ample storage is carried on each car, the total for the whole train being about 2,000 gallons.

The staff car is provided with messroom for the medical officers and nurses, and berths arranged so that they are convertible for day or night use; this also applies to the personnel car, and both of these vehicles can either be heated

Ambulance train equipped by the Lancashire and Yorkshire railway for service on the continent

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Vehicles included in ambulance train equipped by the London and North Western Railway for service on the continent by steam from a locomotive or independently from a stove and hot water system according to the circumstances. The exterior is painted khaki with a Red Cross in the centre of each vehicle.

Westinghouse automatic air brakes of the standard pattern are fitted throughout, and all the couplingup arrangements have been made suitable for connecting to Continental locomotives.

This ambulance train provides much greater accommodation than those in use in Great Britain perhaps one of the chief features is that every advantage has been taken in utilising the space for the comfort of the sick and wounded under all their many varying conditions, and also for the convenience and requirements of the medical officers, nurses, and personnel.

In the case of the London and North Western trains, the vehicles on view at Euston and Cannon Street included four ward cars, each containing 36 cots for lying down cases; one pharmacy car, containing all necessary accommodation for medical appliances, and also a treatment room equipped with operating table, etc; one staff car, with accommodation for medical officers and nurses; one personnel car, to accommodate orderlies, day and night (to sleep 28); two kitchen cars, with suitable accommodation for cooks, accommodation for stores, special stores, mess room, etc.; and one brake van, with separate wards for infectious cases. These 10 vehicles belong to one of the two ambulance trains just finished at Wolverton, and consisting each of 16 coaches. The remaining vehicles are of more usual classes, hence their omission, seeing that the platform was fully occupied with the rolling stock included.

current at a speed of but little more than 10 miles an hour. These machines are of the latest type, and fitted with ball bearings. The supply is at 24 volts. The whole of the apparatus is of British manufacture.

Double doors are provided to all lying down patients cars, so that stretcher cases can easily be dealt with, and there are numerous windows, so that plenty of fresh air can be obtained as desired. Internal walls of open coaches, corridors, cooking and store compartments, mess rooms, etc., are all painted with white enamel, and designed so that there are no corners where dust may accumulate. Bedsteads are of folding type attached to the walls, and equipped with mattresses, etc, as usual. They have been specially designed to meet the exceptional requirements.

One car had the beds prepared for use, another showed them without the complete equipment, a third had the top tier folded up out of the way, while the lower ones were arranged to form comfortable couches for sitting-up cases. The fourth car had the bedsteads all folded up out of the way as for cleaning and washing out the cars.

Heaters under each tier of cots are independently controllable, so that it is not necessary to heat the whole of a car to the same degree. Electric fans are provided in the cars, and a special feature is that besides fixed ventilating fans at each end and a punkah fan in the centre of each car, there are portable fans, supplied by flexible wall plug connections, so that a draught can be caused to play upon the face of any patient who requires it.

All cars used by the staff and personnel are fitted with a special self-heating equipment, so that they are independent of the engine as regards internal heating. Drinking water tanks are provided as required, with padlock control for filling and drawing off. Throughout the train special candle brackets are fitted, for use when electric light is not available from the dynamo-driven electric carriage lighting equipment, though there is a good battery reserve.

One of the end car Vehicles includes two wards, each complete in itself, for infectious cases, one for 12 patients and the other for six, thus enabling infectious cases of different kinds to be separated.

The remainder of the car is divided off by an airtight partition, and accommodates the guard, who has a living compartment in addition to that used for train control. The personnel car is in compartments, each adapted for two berths on each side, the upper ones folding down to form backs to the lower ones for day use. Portable tables can be fitted as desired. In place of the usual racks, shelves are fitted near the roof.

Lighting is on Stone’s system, in view of its suitability for service on coaches working to no fixed timetable and subject to long periods of standing and slow running. To meet the exceptional requirements of the case, use has been made of special dynamos which are capable of generating

The kitchen and mess room car includes accommodation for field officers’ kits, longitudinally arranged mess room, cooks room (with three beds), and a large kitchen fitted with Army Service range supplied by the London Warming & Ventilating Co., Ltd., refrigerator and crockery racks,

etc. The stove is designed to ensure a supply of 50 gals. of hot water at all times, or large quantities of hot soup, etc. The staff car is reserved at one end for doctors and at the other for nurses. At the doctors’ end the mess room has chairs on one side, and a seat on the other (this can be converted into a bed if desired), these facing a table for meals, while other arrangements have a bed on one side and a seat on the other, arrangements being made so that tables can be erected as required. The nurses are similarly provided for, except that there are two beds in each compartment and their mess room is entirely enclosed.

The pharmacy car includes medical comforts store, office for officer commanding (with safe, writing desk, etc.), treatment room (zinc-lined, with full-width sliding door, operating table, sterilising appliances, etc.), dispensary (also fully equipped), and linen store.

The second kitchen car includes cooks compartment (three beds), stewards store and pack store. The brake and stores car (not shown) has accommodation for the guard, with a living room adjacent, the remaining space being utilised for stores. All vehicles are painted khaki colour, with large red crosses on the sides of each.

One of the ambulance trains recently constructed at the Great Eastern Railway’s Stratford Works, for the use of the Army in France, was on view at Liverpool Street station, platform No. 1, from 7.30 a.m. to 4.15 p.m. on Thursday and Friday, August 5th and 6th.

Tickets, at 6d. each, were sold at the west side suburban booking office. Afterwards it was on view at various stations on the Great Eastern system and no fewer than 50,354 people inspected it. The total receipts, including sums received from collecting-boxes, amounted to £1,311 Os. 7d. The total amount is to be given to the fund for providing comforts for the railway engineering section serving with the Army in France.

The vehicles on view were as follows: Four ward cars for lying-down cases, each containing thirty-six cots; one pharmacy car containing all necessary accommodation for medical appliances, and also treatment room equipped with operating table, etc.; one staff car, with accommodation for medical officers and nurses, for night and day; for twenty eight; two kitchen cars, with suitable accommodation for cooks, etc., messroom, accommodation for stores, etc.; and one brake van, with separate wards for infectious cases.

The total train consists of sixteen vehicles, including, in addition to

the above, five cars for sitting-up cases, and one brake van (with section for stores).

By selecting No. 1 platform it became possible to include the complete train of sixteen coaches, in the tunnel by which communication was maintained with the Metropolitan Railway.

Vehicles in the tunnel were, of course, illuminated. The selection

of No. 1 platform was further convenient in that there are double staircases, and one could be used for admission and one for exit, a necessary separation in view of the continuous streams of visitors to be dealt with. People passed on to the platform by one staircase, and then had to walk the whole length alongside the train to the front end, entering it there and returning through the coaches

Ward car with bottom cots arranged for sitting-up cases: Lancashire and Yorkshire Railway train

Ward car for lying-down cases: Lancashire and Yorkshire Railway train

Ward car with cots folded up and two bottom cots ready for stretcher use: Lancashire and Yorkshire Railway train

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The European War to the extreme rear, whence they returned as far as the exit stairway.

One of the windows of the west side booking office was devoted entirely to the issue of ambulance train tickets, and these were checked at the entrance to the platform and collected as visitors passed into the train.

The complete train of sixteen vehicles is 864 ft. in length, made up of 54 ft. cars, and weighs about 448 tons. There is accommodation for 162 lying-down cases and for 280 sitting-up patients. Water supply amounting to about 2,000 gals. is provided, nearly every car having a drinking water tank, the taps having, however, padlock control, as is found desirable where invalids under doctors direction are concerned.

Seeing that it is made up from similar vehicles, this train includes many features corresponding to the train equipped at Stratford for the United Kingdom Flour Millers Association described some time ago; but there are also a number of differences. Special sanitary arrangements are included; also a hot water heating system, so as to be independent of the locomotive for steam heating as regards the staff and personnel cars. Other vehicles have Westinghouse steam heating equipment. The cots are also somewhat differently designed, and candle brackets are provided throughout the train so that complete dependence is not had upon the electric lighting equipment, though this, as is the case of other trains which have been described, has extra storage capacity. The system of electric lighting is Stone's, specially designed to suit the circumstances under which these trains will work. One of the five compartment patients cars is intended for infectious sitting up cases, in addition to the two ward compartments with cots for more serious cases in one of the end cars. As showing the complete “stores” equipment, the end stores car has a zinc-lined section with meat hooks for suspending meat supplies, in addition to racks and cupboards for other stores. In the staff and personnel cars the beds are provided in the form of upper

and lower berths, adapted for conversion into seats, the upper berths forming backs for the lower ones when folded down. Similarly the cots in the ward cars can be converted into comfortable seats, the frames of the upper tiers being turned up out of the way. There are sixty-nine electric fans in the train, a few being portable. One of the staff lavatories is equipped with a shower bath.

As a result of the Ambulance Train exhibition at Liverpool Street, upwards of 14,000 people passed through the train on the two days; and so great was the interest taken that arrangements were made for its exhibition during the following week at various places on the Great Eastern Railway system.

On Saturday, Aug. 7th, it was shown at Norwich; on the Sunday, at Yarmouth in the morning and at Lowestoft in the afternoon. The following day it was on view at Cambridge, on Tuesday, Aug. 10th at Ipswich, and on Wednesday at Southend. On Thursday it was shown at Witham (7.30 a.m. to 10.45 a.m.); Clacton-on-Sea (1.0 p.m. to 4.15 p.m.); and Colchester (5.45 p.m. to 9.0 p.m.). The next day it was at Bury St. Edmunds (8.45 a.m. to 10.15 a.m.), March (12.45 p.m. to 3.30 p.m.) and Kings Lynn (5.0 p.m. to 8.0 p.m.). On Saturday, Aug. 14th it was on View at Hunstanton from 7.0 a.m. to 12 noon, and then came back to London, stopping at Bishop’s Stortford from 4.15 p.m. to 8.0 p.m., ready for a further exhibition at Liverpool Street station, in response to numerous requests, on Sunday, Aug. 15th (8.0 a.m. to 8.0 p.m.) and Monday, Aug. 16th (7.30 a.m. to 4.15 p.m.). Most of the country exhibitions drew from 2,000 to 3,000 visitors per day, while the second exhibition in London realised further notable results. It is stated that while at Liverpool Street station the train was visited by 27,000 men, and as before remarked, the number of people throughout the Great Eastern Railway system who paid to inspect the train totalled no fewer than 50,354.

A BOOKLET entitled Hospital Trains: How they are saving Soldiers Lives” has been issued by the “British Red Cross Society and

Treatment room: London and North Western Railway train

Interior of ward car: London and North Western Railway train the Order of St. John of Jerusalem in England.” Copies can be had on application to the Headquarters Collections Committee (Room 99), 83, Pall Mall, London, S.W., but some reference to its contents will be in order.

Naturally it is concerned mainly with trains equipped by or in conjunction with Red Cross agencies, as distinct from those trains which have been prepared on the instructions of the War Office and the Admiralty, and this fact must be borne in mind. In introduction it is pointed out that it was not until the Boer War that this country really appreciated the necessity for Hospital Trains and realised their value. While France, Russia, Italy, and other countries already possessed Red

Cross trains, we had naturally concerned ourselves more with Red Cross ships. It is interesting to recall that in that war, as in this, the necessary funds for the first Red Cross Hospital Train were raised largely through the energy of H.R.H. Princess Christian.

The experience in construction gained fifteen years ago has been turned to good account to-day. Whereas, however, the old train was about 250 ft. long and accommodated 74 patients, its modern successor has a total length of 700 ft. nearly one-seventh of a mile and can accommodate as many as 450 patients. This splendid train was constructed by the Birmingham Railway Carriage Company, under the personal direction of Sir John Furley, with the practical assistance of Mr. William J. Fieldhouse. It was described in the RAILWAY MAGAZINE for May, 1915. The task with which designers and builders found themselves confronted was not an easy one in any case, nor were the difficulties diminished by the necessity for consulting different bodies on both sides of the Channel. While the French railway engineers asked that all couplings, brakes, and lighting arrangements should be submitted for their approval, the British War Office asked that four more coaches, each to carry 50 sitting-up patients, should be added to the eight originally contemplated. In addition, the French regulations required that an ordinary brake van should be attached to each end of the train. This brought up the number of coaches to 14.

In order to co-ordinate requirements, a Joint Committee was therefore formed, comprising the French railway engineers and also the managers of the leading English railway companies.

Admittedly it had the great

advantage of being designed and constructed from first to last solely in view of the purpose to which it was to be put.

As already indicated, the trains which have been equipped under Red Cross auspices must be considered on their own basis.

There are, in fact, five different classes of ambulance equipment, apart from variations, to be taken into account, and they may be approximately classified thus: (1) the trains originally equipped in France; (2) the British trains for use on the home railways; (3) Red Cross and kindred trains built here by private generosity or on the basis of funds supplied by the public; (4) ambulance trains for service in France built here on the instructions of the Government; and (5) miscellaneous vehicles, such as the Glasgow, and South Western-built ambulance vans, and the North Eastern-built rest vans.

The first class covers a wide range, from hurriedly equipped trains prepared in France to at least one train made up of vehicles taken from English trains, and replaced for home use. Quoting again from the booklet referred to it is stated that the first of the Societies Hospital Trains to start its beneficent operations was the one known as “Number XI. Ambulance Train.” This was made up of third-class carriages belonging to a French railway company, equipped with fittings sent over from England and arranged on the spot at emergency speed. The train was very much handicapped by the circumstance that there was no through communication from coach to coach, and it was not possible to make one.

Consequently, its management had to be left to the goodwill and ability of the staff. Each carriage was as far as possible self-contained if there were very serious cases in

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Committee appointed by the Railway Executive Committee for dealing with these trains. As, however, existing vehicles are utilised, there are necessarily certain variations, seeing that dimensions of vehicles differ somewhat, even for coaches of corresponding design, on different railways. In this case the large size of modern Great Western rolling stock has given slightly greater latitude in certain directions.

This is particularly noticeable in the “personnel car”, the doctors’ dining saloon being quite a roomy compartment, with oval table placed longitudinally instead of transversely. The train is 960 ft, long and weighs 442 tons, the accommodation being the same as in other trains.

The Caledonian train has been exhibited during September in accordance with the following programme:

Pharmacy compartment: London and North Western Railway train certain carriages, the staff had to be increased in that particular vehicle. Yet, notwithstanding every difficulty and contrary to all predictions, the train has proved a very great success, for which signal credit is due to commandant and staff.

As regards the trains equipped for service on the home railways, these received attention in these pages during the later months of 1914, as also the ambulance vans one of these, provided by the Glasgow and South Western Railway, was described last month and the “rest vans” prepared by the North Eastern Railway. But the third and fourth trains require differentiation. In the former class are the trains presented on the basis of private generosity or public subscription the more recent Red Cross trains proper.

These include the “Princess Christian” train, the “Queen Mary” or “Lord Michelham” train and the two British sections presented by the United Kingdom Flour Millers Association. These four trains were described last May. Then come the eight trains which are now receiving attention, and which are being utilised also for public exhibition for the benefit of

benevolent and charitable funds.

Last month the trains equipped by the London and North Western, Lancashire and Yorkshire, and Great Eastern Railways, for service in France, were described.

These trains are all designed on substantially the same lines, each consisting of 16 bogie vehicles equipped to give the same accommodation. Two were supplied. by the London and North Western Railway, two by the Great Western Railway, one by the Lancashire and Yorkshire Railway, one by the Great Eastern Railway, one by the Caledonian Railway, and one by the London, Brighton, and South Coast Railway.

On Wednesday, Thursday, and Friday, August 25th, 26th and 27th, the Great Western Railway exhibited one of the two ambulance trains equipped at Swindon for service on the Continent. The train was placed at platform A, the recently constructed extension of No. 1 main line departure platform. As this platform is generally utilised for excursion, milk and other special traffic, and has, besides, a separate entrance away from the main station, this location was particularly suitable for exhibiting the train, its length

being sufficient to take the complete set of 16 vehicles.

A charge of 1s. for each person was made, the money collected, including that realised by the sale of packets of postcards illustrating the train and some of its vehicles, and by collecting boxes, being given to War Funds for the benefit of the wounded and for railwaymen serving in His Majesty’s forces.

There was not the crowded attendance which some other exhibitions have realised, but throughout the period during which the train was on view - 11 a.m to 7 p.m. each day there was a steady stream of visitors passing through. Several men from the Slough Division of the St. John Ambulance Association, together with a number of voluntary nurses from the same organisation, were in attendance along the train describing and exhibiting the various appliances available.

In general design the train corresponds with those equipped by the Lancashire and Yorkshire, London and North Western, and Great Eastern Companies, which have been already described, this being in accordance with instructions from the Sub-

GLASGOW (CENTRAL) (Platform No. 1).- Thursday, September 2nd, 3 p.m. till 10 p.m.; Friday, September 3rd, 8 a.m. till 10 p.m.; Saturday, September 4th, 8 a.m. till 10 p.m.

EDINBURGH (PRINCES STREET) (Platform No. 1). Monday, September 6th, 3 p.m. till 10 p.m.; Tuesday, September 7th, 8 a.m. till 10 p.m.; Wednesday, September 8th, 8 a.m. till 10 p.m.

DUNDEE (WEST) (Platform No. 4). Friday, September 10th, 3 p.m. till 10 p.m.; Saturday, September 11th, 8 a.m. till 10 p.m.

ABERDEEN.- Monday, September 13th, 3 p.m. till 10 p.m.; Tuesday, September 14th, 8 a.m. till 10 p.m.

STIRLING (East Platform).Wednesday, September 15th, 3 p.m. till 10 p.m.; Thursday, September 16th, 8 a.m. till 10 p.m.

PERTH (GENERAL) (Crieff Branch Dock). Friday, September 17th, 3 p.m. till 10 p.m.; Saturday, September 18th, 8 a.m. till 10 p.m.

GREENOCK (CENTRAL) (Up Dock). Monday, September 20th, 3 p.m. till 10 p.m.; Tuesday, September 21st, 8 a.m. till 9 p.m.

A charge of 1s. was made for each

person inspecting the vehicles, the money collected going to the funds of the Scottish Branch of the Red Cross Society.

The Duchess of Montrose formally opened the Exhibition at Glasgow Central station on Thursday, September 2nd. Her Grace was introduced by Sir Charles Bine Renshaw, Chairman of the Company. Among those present were the Marchioness of Bute, Lord and Lady Newlands, Lady Stirling Maxwell, Sir Charles and Lady Bine Renshaw, Lady Patten MacDougall, the Lord Provost and Mrs. Dunlop, Sir George T. Beatson, Lieut. Col. R. D. M'Ewan.

The station was gaily decked with bunting, and it was early evident that Glasgow citizens were deeply interested in the train, and long before 3 p.m. hundreds of people had collected in the station.

By the opening hour there must have been fully 2,000 who had provided themselves with tickets of admission, and this number was augmented continuously during the remainder of the afternoon. Just before the formal opening ceremony a draft of the 3/2nd Lowland Field Ambulance was inspected by the Duchess of Montrose.

This train has been equipped at the St. Rollox Works in Glasgow, under the supervision of the locomotive superintendent, Mr. William Pickersgill. It is made up of sixteen corridor carriages connected together by flexible gangways, and arranged in the following order: 1 brake and stores car (in front).

1 kitchen and stores car.

4 wards for lying down patients.

1 pharmacy car.

1 staff car.

5 wards for sitting-up patients.

1 kitchen and mess-room.

1 personnel car.

1 infectious ward and brake car (in rear).

The front car contains the guard’s brake, and living compartments, while the remainder of the space is set apart for comestibles and other stores. The two kitchen cars have each the usual culinary equipment, including an army service coke

General view of Great Western Railway hospital train for service in France

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The European War cooking and heating range, sinks, dressers, cupboards, tables, hot and cold water tanks, etc., also a cooks’ living room, with three folding cots. In the front kitchen car there is a stewards’ store, and a soldiers’ pack apartment, and the corresponding space in the other car is used as a mess-room, with folding tables, and as a store for officers’ kits. The walls of the kitchen proper are partially zinclined, and the floor is lead covered.

An electrical fan helps to keep the cooking apartment cool.

The four ward cars for lyingdown patients each accommodate thirty-six men in the cots, which are fixed lengthwise in three tiers at either side, and can be folded against the sides of car to facilitate cleaning or to permit of the lowest berths being used as seats. Stools are provided for reaching the higher cots. To facilitate loading, these cars are provided on both sides with double width doors for the easy admission of stretchers, and when considered desirable a patient may be deposited in a cot without withdrawing the stretcher.

A constant current of fresh air is ensured by means of both fixed and portable electrical fans, the latter being available when required for playing direct on the faces of fevered or gassed patients.

Three of the five ward cars for sitting-up patients are constructed with saloon compartments, while two have side corridors and ordinary compartments, and afford seating accommodation for 292 patients. Four of the cars are upholstered in hygienic blue leather cloth, the remaining one having three-ply sycamore seats and backs, with the view of minimising the risk of infection in the case of doubtful cases. Fixed and portable electrical fans are also part of the equipment of these cars, which have a small pantry.

The pharmacy car has ample accommodation for dispensary commodities, and all necessary medicinal, surgical, and nursing appliances, including a water heater and a steriliser, as well as a treatment compartment with operating table.

There is also an office for the doctors, containing a table, a chair and a safe, and several storage compartments for bandages, linen, splints, etc. The walls of the treatment compartment - as in the case of the kitchens - are partially zinc-lined, and the floor is 1ead covered. For the convenient handling of patients requiring special attention on the journey the corridor of this car has been made of sufficient width to readily admit a stretcher without discomfort to the patients. The treatment room is provided with a large sliding door.

The staff car gives accommodation for the medical officers and nurses. It has three state rooms for the officers, each containing a bed, a seat, and a folding table; and two state-rooms for the nurses, in each of which are two folding beds, a seat, and a folding table. At either end of the car are the mess-rooms for the doctors and the nurses, and in the doctors mess-room there is an emergency folding bed.

Staff car, mess room sanitary and lavatory conveniences are provided, including drinking water, which, in the case of the ward cars, is contained in padlocked tanks, so that its use may be controlled. The total water tank capacity available for all purposes on the train amounts to 1,600 gallons.

Ventilation of the cars is effected by the usual roof air extractors, The personnel car consists of seven in addition to the electrical fans compartments with side corridor already referred to. They are also from end to end, and is for the use steam-heated, and in addition of twenty-eight orderlies. Each there is a self contained coke compartment has two beds - one furnace installation in the staff and placed directly above the other on personnel cars. The lighting is by either side - the top berth, when electricity generated by dynamo folded down during the day, forming driven off one of the axles of each a back to the lower one which is car, and in addition to this there used as a seat. There are two shelves are special candle brackets fitted in each compartment for the use throughout the train for use in of the inmates. The rear car is the cases of emergency. Floors are infectious ward, having two separate covered with thick inlaid linoleum. compartments with eighteen folding cots, and adjoining, but completely The interiors of the vehicles isolated from the infectious ward, generally are done up in white is the guard’s brake and living enamel, and the exteriors are compartments. painted khaki colour with a prominent Red Cross in the centre Throughout the train abundant of each coach. Each car bears the

train number on its sides and ends, together with a distinctive letter for identification. To ensure smooth and comfortable running, the springs are of the most approved description, and all the cars are carried on four-wheeled bogies.

The brake installation is of the Westinghouse automatic air type, and all the coupling appliances are suitable for attachment to French locomotives. The train is 300 yds. in length, 442 tons in weight, and provides accommodation for 454 patients and forty-four officials, being a total of 489 persons.

Referring again to the “Red Cross” booklet it is there explained how these trains are staffed. The Officer Commanding usually bears the rank of Major of the Royal Army Medical Corps. He is responsible for the train and for all and everything on board, also for the loading and unloading of the train, the comfort of the wounded, and the control of the personnel in its multifarious duties. The Medical staff usually makes three, one of whom is appointed Chief Medical Officer.

Each officer is responsible for the

Interior of ward car, showing some of the cots folded up

Kitchen

Treatment room, pharmacy car

Interior of kitchen

Ward car, showing two beds converted into couch

Treatment room

particular wards allotted to his care. The nursing staff comprises a Matron and a sufficient number of nurses or sisters, who may be placed in charge of one or more wards to assist the Medical Staff.

Finally, there are the N.C.O.'s and Orderlies, the Cooks, the Dispenser and Storekeeper, and a Clerk.

It may be mentioned that the Joint Committee of the British Red Cross Society and the Order of St. John of Jerusalem is in close touch with the requirements of the War, wherever waged. It is working in harmony with the Military Authorities, and is only anxious to supplement the magnificent work done by the Royal Army Medical Corps. Everyone may feel that his money will go to the sick and wounded with a minimum of deduction for expenses. The administrative staff, which is large, is also mainly voluntary both in England and at Boulogne (the headquarters of the Committee in France), Malta, and Alexandria, and every possible precaution has been taken to secure the most economical administration of the funds entrusted to them by the public. •

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1980s

Prototype '150' unveiled In September 1984, The Railway Magazine reported that British Railways' ageing fleet of diesel multiple-units were to be replaced by modern vehicles.

AT long last, British Railways ageing fleet of diesel multipleunits is in sight of replacement by modern vehicles. Some of the first replacements are the “l41“ class of four-wheel diesel railbus now at work in West Yorkshire, soon to be joined by 100 similar class “142” units.

As regards bogie d.m.us, invitations to tender for 100 class “150” units have been issued to British Rail Engineering Limited and Metro-Cammell Limited (RM July 1984, page 284). following the authorisation of prototypes from these two manufacturers. The first of two of these prototype “150"s. three—car unit No. 150 001, was handed over to Bob Reid, Chairman of BRB. at a ceremony at the York Works of BREL on June 8.

Each of the two BREL prototypes comprises three vehicles: Driving Motor Second "A" (DMS"A"): Motor Open Second (MOS): and Driving Motor Second “B” (DMS“B”). All three vehicles are powered, and up to four units can be coupled together to operate in multiple; the units are designed to be compatible with other BREL d.m.us now being built (for example the class “I42” railbus) but they will not operate in multiple with earlier builds, such as the class “141”. The class “150” is a derivative of the class “2l0” d.e.m.u. and the “317” and “455” e.m.us, using wellproven structural techniques from the highly successful MkIlI coach—the lightest and most costeffective InterCity coach in Europe.

Bodyside construction incorporates IZ zinc-coated steel skin and IZ rails and pi]- lars, joined using resistance spot welding. The small heat input involved in this technique minimises distortion.

The structure is designed to give optimum strength to weight ratios.

All joints on the mild steel underframe are arc-welded. Roof design is also derived from the MkIII coach. The roof is corrugated mild steel and does not employ purlins.

An end-load of 150 tonnes at coupler level can be withstood by the structure, which meets all UIC end-load requirements. The vehicle is designed for a 30-year fatigue life, and the driving cars weigh approximately 35 tonnes in working order. Sound insulation is ensured by the use of an anti-drumming compound which is applied as a spray within the body structure.

This is supplemented by fibreglass thermal and accoustic insulation in the bodyside floor and roof.

Bogie design also reduces the level of track sound transmitted to the passenger saloons.

Each vehichle of unit No. 150 001 is powered by a Cummins “NT855-R5” engine rated at 285 h.p.

(213 kW) at 2,100 r.p.m., driving a Voith “211” hydraulic transmission via a cardan shaft. Gmeinder final drive assemblies are provided.

Top: Interior of centre car (Motor Open Second) of d.m.u. No 150 001, which shows the similarity to the class "317" and "455" e.m.us.

Above: Prototype British Rail Engineering Limited class "150" three-car d.m.u. at York Works The BRELbuilt production units will be fitted with this power and transmission equipment, which has been proven in use on d.m.us operated by the Netherlands Railways.

The second BREL-built prototype threecar unit has a Rolls-Royce “Eagle" type “C6.280I-IR” engine in each vehicle, rated at 280 h.p.

This drives a Self Changing Gears Limited “R500” fully-automatic gearbox via a cardan shaft. The final drive assemblies on this unit are also supplied by SCG. Maximum operating speed is 75 m.p.h. for both units and auxiliary power is supplied by two alternators driven by a splitter gearbox from the engine.

be coupled and uncoupled without the need for shunting staff to go between the vehicles. Within each set the cars are linked by semipermanent bar couplers. The BS1 couplers are from Bergische-Stahl Industrie, of Remscheid, West Germany.

Every vehicle has two double sliding doors each side for passenger use. The doors are under the control ofthe guard but can be transferred to passenger operation.

Double-glazed window units are fitted. incorporating tinted glass to reduce glare and condensation.

Hinged twin-hopper lights above the windows afford additional ventilation in warm weather.

Bogies are developed from the successful “BT13” family. Secondary suspension is by air-bags, and incorporates a levelling valve for maintaining standard floor height.

Airoperated tread brakes using composition blocks are fitted, tread, rather than disc brakes, having been specified by BR. The system incorporates SAB cylinders and slack adjusters.

Waste heat from the engines is used by the heating system. Heating units are mounted under the seats. and warm air distribution is assisted by fans. The system is supplemented by an oil—fired water heater. which also acts as an engine pre-heater. Ventilators are incorporated in the roof. and air circulation is further aided by the hinged twin-hopper lights above the windows.

Fully automatic BSI couplers. incorporating electrical and pneumatic connections. are fitted, similar to those on class ‘“317“ e.m.us. at the outer ends of the driving vehicles. enabling units to

Lighting is undiffused 4-ft. fluorescent tubes placed longitudinally in two rows in each vehicle. as in the class "-155" e.m.us. Passenger gangways affording full access between cars

are provided within each set.

Although connections are not fitted in the end cabs for access between adjacent units. the design is adaptable to provide this facility at a later date if required. Seating saloons are segregated from the doorway vestibules by draught screens incorporating toughened glass. except the bulkheads of the parcels area. which are solid. This lockable parcels area is provided in the DMS"B“ vehicle of each set and tipup seats are fitted to give extra passenger accommodation during times of heavy traffic.

The prototype trains feature two different types of seats in the main saloons. The second unit is fitted throughout with bustype seats and includes a mix of unidirectional seating and facing bays. Seating capacity is 352 with a crush loading capacity of 617. The non-driving vehicle of the first unit has BR standard inner-suburban scating similar to that used on the Southern Region class "-155" e.m.us. with bus-type seats on the driving vehicles. This gives a seating capacity of 239. All seats are fitted with removable covers for ease of cleaning and maintenance.

The design. however, is sufficiently flexible to accept a wide range of alternative seating from bench seats to InterCity standard. and the ratio of seats to standing

space can be varied to suit individual operating requirements.

A modular toilet compartment is fitted on one of the DMS“A“ vehicles ofeach unit incorporating flush toilet and washing facilities.

Layout of the driver's cab is similar to that used on other recent multiple—unit trains. and incorporates a wheelslip detection device. Automatic sliding doors give crew access via transverse vestibules adjacent to the cab. which has no external doors. eliminating draughts. Cab-to-cab communication and a public—address system are fitted and provision exists to install train-to-signalbox radio at a later date if required. The design can also be modified for one-person operation.

There is a destination indicator above the centre windscreen of the driving vehicles and. if specified by the BR Director of Provincial Services. swinging plug doors could be fitted to later builds instead of sliding doors. which would eliminate the need for door pockets.

It is inten-ded to exhaustively test both the BREL and MetroCammell class "150" prototypc units all over the BR system. to learn as quickly as possible of any desirable modifications. which can then be incorporated into the later production units. •

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www.railwaymagazine.co.uk/archive | Railway Times

1960s

The Croydon Canal and its railway successors Originally promoted as a canal, the railway to West Croydon has had five different methods of traction. This article by Edward Treby was first published in The Railway Magazine in October 1967.

IN 1801, Acts of Parliament were passed for the construction of a canal from the Grand Surrey Canal (also authorised in 1801) at Deptford, to Croydon, and a horse-drawn railway, the Surrey Iron Railway, from Wandsworth to Croydon. The original proposal was a canal from Wandsworth to Croydon, tapping the water of the River Wandle, but strong opposition from the mill owners on the river was encountered. The Surrey Iron Railway was opened in 1805 and the Croydon Canal in 1809.

Then having 7,000 inhabitants, Croydon was the first town in Britain to be served by competing forms of transport for goods traffic.

The subsequent history of the canal and its railway successors is notable for a number of other "first occasions".

The Croydon Canal, 9 1/4 miles long, ran through New Cross, Brockley, Sydenham, Anerley and

Croydon Common, terminating by the main London Road at West Croydon. From Brockley to Kent House the canal ran close to the River Ravensbourne. It cost £127,000, and had 28 locks, 26 of them in the first 2 3/4 miles to Forest Hill, a rise of 155 ft.; the next 5 1/2 miles were level and near Croydon were two more locks, making a total rise of 167 ft. from Deptford. The canal was fed by reservoirs at Sydenham and Norwood and had a pumping station at Croydon. Difficulty was experienced in maintaining the water supply in the higher sections.

John Rennie and Ralph Dodd were the engineers for the canal and William Jessup for the S.l.R. From London the traffic by rail and canal was principally coal, while from Croydon, timber, lime, stone and agricultural products were carried. Although the Croydon Canal had introduced

traffic to the Grand Surrey Canal and the adjoining docks, friction arose between the two companies, because of dock traffic interfering with canal boats. Neither the Croydon Canal nor the Surrey Iron Railway ever paid a dividend of more than one per cent. In the vicinity of Forest Hill, Sydenham and Anerley, the Croydon Canal was a source of great delight to local people, for boating, fishing and walks along the towpath amidst unsurpassable scenery.

Boats could be hired and, from 1814, the company sold angling licences at a guinea each. Now that the amenity and recreational value of our waterways is better known, largely thanks to the efforts of such bodies as the Inland Waterways Association, the enterprise shown by the Croydon Canal is worthy of recall.

In 1834, Joseph Gibbs surveyed a new railway to Croydon, which,

Ornamental water in Betts Park, Anerley, Penge, London, S.E.20, originally part of the Croydon Canal where possible, would use the canal bed. Following negotiations between the newly-formed London & Croydon Railway Company and the canal company, the former by a quaintly-phrased Act of Parliament was compelled to purchase the canal in July 1836. The price, as fixed by an independent jury, was £40,250 plus 1s. for non-existent profits. The canal closed in 1836, the first waterway in the London area to close for navigation, although the newly formed railway company realised that anglers would bring revenue as shown by an announcement in "Robinsons Railway Directory" for 1840 thus: "Marquees are erected in the Wood close to the Anerley Station and Parties using the Railway will be permitted to angle in the adjacent canal which abounds in fish." The Surrey Iron Railway, after passing into the hands of other railway companies, was abandoned in 1846.

Remains of canal

Semaphore signals at Bricklayers Arms junction, the first to be provided with a crude form of interlocking

Traces of the old canal remain.

At the junction with the Grand Surrey Canal, a short length of the Croydon Canal and an adjacent basin still used commercially are intact. This stretch can be seen when travelling along the Central Section of the Southern Region on the up side. As late as the 1920s, two of the original lock-keeper's houses stood in Shardloes Road, Brockley, S.E.14, slightly to the east of the present railway. In Betts Park, near Anerley Station, a stretch of the canal remains and is now an attractive tree-lined length of ornamental water with the fountains down the centre.

The largest surviving fragment of the canal company's property is South Norwood Lake, originally one of the feeding reservoirs. It lies alongside the Crystal PalaceBirkbeck line and is a favourite haunt of fishermen, thus recalling the attraction which the canal had for anglers in the early days. At Croydon little remains, although the path alongside the railway near West Croydon Station follows the course of the original towpath. In the grounds of an adjacent flour mill, a piece of water, originally a canal dock, survived until the present century but disappeared on rebuilding of the premises. A bridge known as "Brick Bridge" near West Croydon Station originally spanned the canal. The

bridge has been widened but the parapet on the station side is the original one.

The London & Croydon Railway, the second line in London after the London & Greenwich Railway, cost £615,000 to construct. It ran from the site of the former canal basin at West Croydon to Corbetts Lane, Bermondsey, a distance of 8 3/4 miles against 9 1/2 by the canal. Beyond Corbetts Lane, the L.C.R. paid tolls to use the L.G.R. viaduct into London Bridge Station.

The L.C.R. was officially opened on June 5, 1839. The company's original headquarters became the stationmaster's house at West Croydon which lasted until the rebuilding of the station in the 1920s. At London Bridge the L.C.R. had its own station to the north of that belonging to the L.G.R. At the junction of Joiner Street and Tooley Street, S.E.1, the original facade of the L.C.R. 1839 station can still be seen. At the request of the Grand Surrey Canal Company, a clause was inserted in the Croydon Railway Act stipulating that cranes be provided at a point known as Coldblow Wharf, adjacent to the junction of the Croydon and Surrey Canals. Railborne freight from the L.C.R. could thus be transferred to the Surrey Canal and reach the Thames without incurring the L.G.R. tolls.

Intermediate stations were New Cross (now New Cross Gate), Dartmouth Arms (now Forest Hill), Sydenham, Penge, Anerley and the Jolly Sailor (now Norwood Junction). Apart from the 1-in-100 gradient in cutting from New Cross to Forest Hill, a costly section to build which corresponded to an average rise of 5 1/2 ft. for each of the 26 looks on the canal, the route was fairly level. Corbetts Lane was among the first railway junctions anywhere and the signalbox known as the Corbetts Lane Lighthouse was the first in the world. In 1842, the L.C.R. Engineer, Charles Gregory, installed the first semaphore signal at New Cross.

Six of the original eight Croydon locomotives were built by Sharp, Roberts in 1838 and 1839. Five were of 2-2-2 wheel arrangement with 13 in. X 18 in. inside cylinders and 5 ft. 6 in. dia. driving wheels. These were Nos. 1, Surrey, 3, Sussex, 4, Kent, 5, London, and 8, Victoria. No.

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worked through junctions or crossovers (are we yet thinking of monorails as networks or merely individual lines?). At Norwood, the single atmospheric line had to cross the main-line tracks, which necessitated the construction of Britain's first railway flyover in 1845. In highway construction, apart from isolated examples such as Holborn Viaduct opened in 1869, the flyover idea seems to have remained dormant until the present motorway era.

Although extensions to Epsom and London Bridge were planned, the atmospheric line, which had cost £500,000, was converted to locomotive haulage in May, 1847.

The Forest Hill Pumping Station, used for many years as a milk depot, was destroyed by a flying bomb in 1944. In 1906 and during reconstruction at West Croydon in 1933, when the last vestiges of the L.C.R. 1839 station disappeared, atmospheric pipes were unearthed.

Croydon Canal and London & Croydon Railway at "jolly Sailor" and Norwood junction 8 was later renamed Syderzham.

For banking duties up the incline between New Cross and Forest Hill two 0-4-2 locomotives were used, Nos. 2, Croydon, and 6, Archimedes, built in 1838 and 1839 respectively by G. J. Rennie, with 13 in. X 18 in. horizontal outside cylinders and 5 ft.mdia. coupled wheels. The eighth locomotive was No. 7, Hercules, built 1839 by Sharp, Roberts, with 14 in. X 18 in. inside cylinders and 5 ft. dia. driving wheels; it is believed to have been an 0-4-2. In 1842 the rolling stock of the L.C.R. and S.E.R. were used in common and managed by a Joint Committee. In March, 1844, the London & Brighton locomotives came into the pool, but on January 31, 1846, the Joint Committee was abolished and the stock divided between the S.E.R. and L.B.S.C.R.

as the L.C.R. was then on the point of dissolution. The New Cross Roundhouse was one of the first in Great Britain.

Atmospheric traction Besides its local trains, from the 1840s London & Brighton and S.E.R. trains used the L.C.R. metals from Norwood northwards. These companies disliked paying the L.C.R. tolls, just as much as the latter objected to those of the L.G.R. Much congestion ensued and to overcome the difficulty the L.C.R. decided to adopt atmospheric traction, initially between Forest Hill and West Croydon, opened for public service in 1846. During trials conducted by the patentees, Clegg & Samuda, on a line leased from the West London Railway

Forest Hill Station; the stationmaster's house was in the central tower. The substation (left background) occupies the site of the atmospheric engine house

near Wormwood Scrubbs, speeds up to 70 m.p.h. were reached. A slotted tube was laid between the rails and the leading carriage (there was no engine) connected to a piston in the tube, the slot being closed by a leather flap. To exhaust the air in front of the piston and so propel the train, gothic-style pumping stations with chimneys concealed in ornate towers were erected at Forest Hill, Norwood and Croydon. In February, 1847, the atmospheric line was extended and trial running only took place between Forest Hill and New Cross, where a fourth pumping station was built. The greatest problem was keeping the pipe airtight, as the composition which sealed the leather flap melted in hot and froze in cold weather. As conceived, atmospheric trains could not be

Apart from Brunel’s ill-fated venture on the South Devon Railway and the railway between Kingstown (now Dun Laoghaire) and Dalkey in Ireland, which according to contemporary reports was moderately successful, atmospheric traction, also on the Clegg & Samuda system, was adopted on the Paris to St. Germain-en-Laye Railway, the first line in Paris. Before completing the steeply graded final section, the line terminated at Le Pecq below St. Germain.

Originally it was intended to use atmospheric traction, not only on the final 1-in-29 section but also between Nanterre and St. Germain, a distance of 1/2 miles.

Atmospheric traction commenced in 1847 but only between Le Pecq and St. Germain. Two of the three pumping stations were never used. Before the introduction of atmospheric traction, L'Hercule, a six-coupled engine more powerful than its predecessors, had entered service and could tackle the gradient to St. Germain. Steam traction was used between Paris and Le Pecq and occasionally to

St. Germain. Because of heavy maintenance costs, particularly the problem of keeping the pipe airtight, atmospheric traction was abandoned in 1860.

Much in common The Paris to St. Germain and the London & Croydon Railways have much in common. Both started as local lines and became part of large suburban networks, and in the 1920s both were electrified on the third-rail d.c. system, although a section of the Croydon line was originally electrified on the a.c. overhead system adopted by the L.B.S.C.R. In 1846, the L.C.R. amalgamated with the L.B.R. to form the London, Brighton & South Coast Railway.

Although space precludes a description of subsequent development, it is worthy of note that in pre-grouping days S.E.R. (and latterly S.E.C.R.) trains shared the tracks between London Bridge and Norwood Junction and on to Redhill but between London and Croydon their trains called only at New Cross, Forest Hill and Norwood Junction, which still have platforms on the centre tracks or fast roads. Before electrification of the East London Line in 1913, the Great Eastern Railway operated a service from Liverpool Street to New Cross and East Croydon. The section of the present line between Gloucester Road Junction and West Croydon Station has been a canal and as a railway has had five different methods of traction: steam, atmospheric, overhead a.c. electric, third-rail d.c. electric, and now diesel for goods trains.

In conclusion, the author wishes to thank the Archivist, British Railways Board, the Public Relations & Publicity Officer, Southern Region, and Mr. P. W. Sowan of the Croydon Natural History & Scientific Society for their valuable assistance.

For information on the French atmospheric line, the writer is indebted to the Press Department of the S.N.C.F., Paris. •

Norwood Motive Power Depot, British Railways, Southern Region, on July 7, 1964

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1915

Notable railway stations and their traffic New Street, Birmingham - November 1915 1

2

3

5

4

6

1: Mr W Cresswell, Station Superintendent, London and North Western and Midland Joint Committee. 2: General view in New Street, London and North Western side. 3: The central carriage drive.

4: A scene on the famous footbridge. 5: A holiday crowd waiting for a Llandudno train on No. 3 platform. 6: "Going North" from New Street in mid-Victorian times, from The Illustrated Midland News, August 13th 1870.

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8

9

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7: Plan of New Street Station. 8: Mr. H. P. Verrinder. District Passenger Agent, Midland Railway.

9: Another view of the footbridge (on a Sunday morning). 10: On the Midland side, West End.

Visit: www.classicmagazines.co.uk/re198 Call: 01507 529529 and quote RE198

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1944

The failure of Bricklayers Arms as a passenger station The fascinating story of the failed station, on the world's first line to be controlled by a signal box, by Canon Reginald B. Fellows. Originally published in two parts in the July/August and September/October 1944 issues of The Railway Magazine.

PART 1 “THE Illustrated Guide to the London and Dover Railway,” published in the summer of 1844 “ By authority of the Directors of the South Eastern Railway Company, ” gave two reasons for the construction of the Bricklayers Arms branch and station. The first was that public accommodation rendered the station necessary. A station more accessible to the West End of London than London Bridge was required. The second reason given was the limited capacity of London Bridge terminus, which had no adequate provision for dealing with the increasing traffic in goods, agricultural produce, and cattle, that had come to the company.

There was a third reason, not mentioned in the official Guide, namely, to avoid the excessive charge levied by the London & Greenwich Railway Company for the use of its 1 3/4 mile line between Corbett’s Lane junction and London Bridge Station, amounting to the maximum Parliamentary toll of 4 1/2d. a passenger. By using the new line to Bricklayers Arms neither the South Eastern Company’s trains nor those of the Croydon Company would have occasion to use the Greenwich line to get to their new terminus. The Croydon Company had a long—standing grievance against the Greenwich Company

for the heavy toll charged for the use of the line to London Bridge.

The Greenwich Company refused’ to give easier terms, though urged by the Board of Trade to do so in the interests of the public.

In the Session of 1842-43 the Croydon Company joined with the South Eastern in promoting a Bill to make a line 1 3/4 miles long from a point on the Croydon Company’s line just short of its junction with that of the Greenwich Company to Swan Street near the Bricklayers Arms in the Old Kent Road and to provide a new station there. The site of the station was selected by Mr. W. Cubitt, Engineer-in-Chief of the South Eastern Railway, as being clear from buildings, and “near the Bricklayers Arms, a travellers’ resting place, long established, and made familiar from all coaches proceeding to the south eastern districts stopping there to receive passengers from the west parts of London.” Despite determined opposition by the Greenwich Company, the Bill was passed and received the Royal Assent on July 4, 1843. Clause 19 of this Act (6 & 7 Vic. Cap. 62) provided that the Croydon Company should contribute one third and the South Eastern two-thirds of the cost of construction, etc., and in same proportion for the use and management of the railway. Clause

20 empowered the South Eastern on giving six months’ notice to buy up the Croydon Company’s share, but by Clause 21, if the right was exercised, the Croydon Company and all companies whose traflic should pass over the Croydon Company’s lines should be entitled to ‘use the Bricklayers Arms line on payment of proportionate tolls.

The South Eastern exercised its right to buy the one—third share of the Croydon Company in 1845. The total cost to the South Eastern of the line, station, etc. (including the sum paid to the Croydon Company in purchase of its share) was £250,000, and before the end of 1845* the branch and station had become the property of the South Eastern Railway exclusively.

The Bricklayers Arms branch was opened for passenger traffic on May 1, 1844. The station, the architect for which was Mr. Lewis Cubitt, is described at length in the official Guide, and an illustration of the exterior, similar to the one reproduced at the head of this article, is given. Besides adequate booking facilities and waiting rooms for first, second, and third class passengers, there was a large goods depot, and a considerable area with pens “for sheep and cattle with a separate exit to the High Kent Road (sic) for their departure to the markets of the metropolis.”

"The new Bricklayers Arms terminus of the South-Eastern Railway" (Reproduced from "The Illustrated London News: of May 4, 1844)

"Frame-work of the Viaduct" (Reproduced from "The Illustrated London News: of May 4, 1844) Of locomotive interest was “an engine house for spare engines which was about 60 ft. X 51 ft.; on the outside of this was an immense turntable sufficient to turn the engine and tender at once.” Attention is called to this because it was usually necessary in those days to uncouple the tender from the engine and turn each separately.

Other features of the line worth noting were Roll’s Bridge, a timber structure built in the American manner, and a wooden viaduct about a mile long to join

the Croydon line at New Cross embankment. “This viaduct—the work of Messrs. Grissel & Peto— is a wonder of its kind. With great lightness of appearance, and marvellous economy of materials, it possesses prodigious strength, at a tithe of the cost of an embankment or a brickwork arcade, and may safely vie with the most expensive arrangements, in durability and aptitude to sustain the action of a vast railway traffic.”

(Official Guide). It may be added that an embankment replaced the wooden piling in the early ’fifties.

Before the opening, two advertisements appeared in The Times of April 27, 1844, one relating to the Croydon Company and the other to the London and Dover Railway.

The Croydon Railway announced that on and after May 1 trains would run every hour from the Bricklayers Arms and Croydon calling at all stations. In the morning from 5 min. past 8 till 5 min. past 12. In the afternoon from 20 min. past 1 till 20 min. past 9.

Sunday trains: In the morning 5 min. past 8, 9,, and 10; in the afternoon from 20 min. past 1 till 20 min. past 9. The up trains from Croydon at the same hours.

Omnibuses were advertised to run in connection with the trains to and from points in the City and West End; fare to the former 3d., to the latter 6d. from Bricklayers Arms. This service of trains was supplementary to and not in substitution of the less frequent service already operating between London Bridge and Croydon. The fares charged to Bricklayers Arms were much lower than to London Bridge, e.g. Croydon to Bricklayers Arms first class ls. 3d., second 1s., compared with London Bridge 2s.

3d. and ls. 9d., with the result that, according to a statement read by the Chairman at a special meeting of the Croydon Company on June 26, “ There have been during the month of May since the Bricklayers ‘line was opened, about six times as

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can be conveyed by goods train from Bricklayers Arms at 11 aft."

As a main-line passenger station Bricklayers Arms was a complete failure.

Arrangement of lines in the neighbourhood of Bricklayers Arms and London Bridge. North Kent West Junction was formerly called Bricklayers Arms Junction; North Kent East Junction was North Kent Junction; and Bricklayers Arms Junction (L.B. & S.C.R.) was Bricklayers Arms Branch Junction many passengers to and from the Bricklayers Arms Station as there have been to and from the London Bridge Station and the receipts have been about three times as great between Bricklayers Arms and Croydon as between London Bridge and Croydon.”

The Greenwich Company became thoroughly alarmed at this loss of tolls over its line to London Bridge, and also at the prospect of the Croydon Company ceasing to run any trains to London Bridge, which would have meant a complete loss of tolls from the Croydon trains. The Greenwich Company therefore made a fresh agreement as to charges, much more favourable to the Croydon Company, which, in consideration thereof, undertook to run as many trains to and from London Bridge as were run to Bricklayers Arms, and to charge the same fare to both stations. This was settled on July 23, and effect was to be given to it at once. Bradshaw of August, 1844, shows the double service and the equalisation of fares to the two London termini ; these

arrangements are believed to have come into force on July 25.

Having obtained reasonable terms for the use of the line to London Bridge, the Croydon Company in the next year gave up running trains to Bricklayers Arms and concentrated on London Bridge. The following notice was issued : “ After March 31, 1845, no Croydon trains will run to and from Bricklayers Arms. The trains to and from London Bridge will continue to run as usual.” The report of the directors stated that the Bricklayers Arms branch was unproductive, and that the running of double trains from Bricklayers Arms and London Bridge would therefore be discontinued. The connecting trains had run to and from New Cross.

The London and Dover or South Eastern Railway Company’s advertisement on the opening of the station on May 1, 1844, announced that some trains for Folkestone and Dover would start from London Bridge and others from Bricklayers Arms: From

London Bridge, 8, 11.30 a.m., 1.30, 4.30, and 8.30 p.m. (Mail) ; From Bricklayers Arms, 9.30 a.m., 12.30, 2.30,-3.30, and 5.30 p.m. Also a modified Sunday Service.

This arrangement was unsatisfactory, and the company soon issued another notice that on and after November 1 [1844] all the trains will convey passengers to and from London Bridge and Bricklayers Arms stations, but third class passengers were to use London Bridge only, and carriages and horses only Bricklayers Arms. This arrangement did not answer, and on September 1, 1845, the company reverted to the former system of separate trains from the two terminal stations at different hours. On the same date the company began “pleasure excursions” on Saturdays and Mondays to and from Bricklayers Arms by ordinary and special excursion trains.

Traffic was not attracted to the station, so a better service was provided at London Bridge, and

by May, 1846, Bricklayers Arms

had only two up and two down trains daily, each taking over four hours between London and Dover, conveying first, second, and third class passengers. These trains were withdrawn at the end of October of that year and ordinary passenger service in that station ceased for some years.

PART 2 The prediction in The Times on the opening of the line, that "this new branch will be very convenient to passengers coming from France and going to the West end of the Town" was not fulfilled.

The company, however, did its best for persons wishing to leave the country. Bradshaw of January 1846, has this notice: "A courier's carriage from Bricklayers Arms at 11 p.m. will be attached to the Goods Train at the special request of travellers desirous to reach Folkestone or Dover in time for the morning steamers. Fare 18s."

A notice in somewhat similar terms continued to appear until January, 1851, but by then it merely stated that "first class passengers

An attempt to make use of the branch for local traffic was made in the Autumn of 1849, when the South Eastern Railway Company's link of 60 chains from the Greenwich Viaduct near the Grand Surrey Canal to the Bricklayers Arms Branch near Corbett's Lane was constructed. This line enabled a shuttle service to run between Bricklayers Arms and an exchange platform north of the junction of the line to Greenwich and that to North Kent (see map) so that Bricklayers Arms passengers could be transferred to Greenwich or North Kent trains. The station was an exchange one only, so no trace of it is to be found in Bradshaw.

The shuttle service began on September 1, 1849. As the date of opening is sometimes placed later, I give a copy of the report read at the meeting of the South Eastern Railway held on September 20: "The North Kent and Bricklayers Arms Junction, which is 60 chains or 3/4 mile in length, was opened for traffic on September 1. Trains are run from Bricklayers Arms Station at intervals of a quarter of an hour from 7.10a.m. to 10.10p.m. to and from the Junction Station with the Greenwich and North Kent lines, thereby giving a West-end terminus for every train to the North Kent and Greenwich traffic."

The provision of this West-end terminus did not however appeal to the passengers, so in March, 1850, the service connecting Bricklayers Arms with the Greenwich trains became half-hourly only, and at the end of September was withdrawn.

Trains in connection with the North Kent line were continued till the end of 1851 and possibly till early in 1852. Trains on weekdays ran about every hour from 8.50a.m. till 7.50p.m., as shown in the official timetable, though there were fewer on Sundays. On the withdrawal of these trains Bricklayers Arms was not used again for ordinary passenger traffic.

Though a failure as an ordinary passenger station, it was frequently used before the opening of Charing Cross in 1864 for Royal Specials, e.g. on June 23, 1849, a special train conveyed Queen Victoria and the Prince Consort to Tunbridge Wells and back, particulars of which are given in the Railway Chronicle of June 30, 1849. The special consisted of the Royal saloon carriage, two

"The Timber Viaduct from Cooper's Bridge" (Reproduced from "The Illustrated London News" of May 4, 1844)

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1944 first class carriages, and a brake van. The train left Bricklayers Arms shortly after 2.30p.m. with Mr. J. Cudworth, Locomotive Superintendent, on the engine, and Mr. P. D. Finnigan, Superintendent, in charge of the train. The journey to Tunbridge (sic), 41 miles, was made in rather less than an hour.

At Tunbridge Wells junction the train necessarily stopped for a few moments to exchange engines, and proceeded over the branch line to Tunbridge Wells, arriving precisely at 3.45p.m. The return special reached Bricklayers Arms, 47 1/2 miles, in 1 hr. 10 min.

Some instances may be given of the use of the station by Royal specials after ordinary passenger traffic had been finally withdrawn.

Marriage of the Princess Royal to Prince Frederick of Prussia.

January 23, 1858. A special train conveying Prince Frederick left Dover at 11.15a.m. and arrived at Bricklayers Arms at 1.15p.m., Mr. C. W. Eborall, General Manager, S.E.R., was in charge of the train.

January 26. Two special trains left Bricklayers Arms for Dover, one in the morning and one in the evening with Royal visitors returning home.

February 2. A special train consisting of eight carriages conveying Prince Frederick of Prussia and the Princess left Bricklayers Arms at 12.50p.m. and at 1.35p.m. reached Gravesend, the port of embarkation for leaving England. A special train brought the Prince Consort back from Gravesend to Bricklayers Arms in the evening.

Above: Page 11 of "Bradshaw's Railway Guide" for July 1, 1844. It will be noticed that the fares to Bricklayers Arms are cheaper than to London Bridge, and that there is no third-class accommodation to London Bridge Below: The Bricklayers Arms service shown in the official timetable of the South Eastern Railway for November, 1851 (pages 40 & 41)

Marriage of the Prince of Wales to Princess Alexandra of Denmark.

The final occasion on which the station was used for a Royal special was on March 7, 1863.

Princess Alexandra travelled from Gravesend, leaving that station at 12.50p.m. and arriving at Bricklayers Arms at 1.40p.m.

The speed of train when passing through the principal stations was reduced to about 8 m.p.h., for the benefit of sightseers. Mr. J. P. Knight, Traffic Superintendent, was on the engine. The Times report states that “the train shot quickly down from New Cross into the station at Bricklayers Arms.”

Though used on this occasion by a distinguished passenger, it is quite clear from the report given in The Times that Bricklayers Arms had become a goods station pure and simple. The report comments on the number of workmen who were employed in preparing the station and yard for the Royal visitors, and adds "everyone must know that it could be no easy matter to make a heavy goods station—in its normal state a perfect chaos of coal and lime trucks, carriers’ vans, packages, and dirt—wear a pleasing and picturesque aspect, but even this marvel was accomplished.” A well—known coloured print shows how admirably the goods station was transformed for the occasion.

It is sometimes stated that Bricklayers Arms was frequently used from 1852 for many years for excursion traffic and for special trains for hop—pickers, but careful

enquiry has failed to elicit any evidence of such use. The Southern Railway from june 12, 1932, began using the station for excursion traffic, but on Sundays only, thereby preventing the dislocation of the ordinary goods traffic, and

this continued until the outbreak of the present war.

Adjoining Bricklayers Arms was Willow Walk goods station, opened by the L.B. & S.C.R. in July, 1849, on land provided by the S.E.R. under

an agreement which also gave the L.B. & S.C.R. free access over the Bricklayers Arms branch. The two stations were amalgamated by the Southern Railway in March, 1932, and the name Bricklayers Arms was retained for the whole station.

The total cost of remodelling was approximately £100,000. *See “S.E.R. General Statement of the Position and Projects of the Company” published by the Directors, December 27, 1845 •

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Railway fiction

Told in a first-class smoker The Adventures of Plantagenet Smith

By T. F. Ridgwell, Illustrated by Scott Damant. From the February 1898 edition of The Railway Magazine.

The 4.32pm train out of Liverpool Street was notable for two reasons.

First, it was one of the most punctual trains on a line famous for punctuality. Secondly, we travelled by it all the year round. We seldom missed it – holidays and illness excepted. Indeed, the occupants of a certain first-class smoking compartment were as well known as guard and engine-driver. You see, we lent a certain dignity to the train, while our unvarying punctuality put the express, as it were, on its mettle.

Briggs was our leader, though why we wanted a leader at all is beyond my power to explain or to understand. But we tacitly accepted Briggs as our recognised authority.

It may be that his size and bulk and sonorous voice had something to do with our respect for his attainments; in addition, he carried on his person a fiftyguinea presentation chronometer - a heavy affair that must have kept Greenwich and the sun in a constant tremor of excitement lest they should fail in the tremendous responsibilities of their position.

Briggs never failed on the stroke of 4.30 to hold this watch before him with a judicial mien as though the destinies of the Railway Company depended upon its accurate timing.

Curzon and I (Curzon was a stockjobber), occasionally consulting our timepieces, might remark, “Fourthirty - time she was off!” or “Timed my watch by Dent’s coming along, and I make it a minute over the halfhour.” Whereupon Briggs would reply in freezing accents, “The time, gentlemen, by my watch - by my watch,” he would repeat, looking round fiercely,and challenging the compartment, “is two-thirds of a minute to half-past four.”

Whereupon we would sit cowed until the simultaneous snort of the engine, the jolt of the carriage, and the deliberate replacing of Briggs’ repeater in his vest pocket would bring a flush of shame to our cheek, and almost still the beating of the cheap and feeble “Swiss-levermovement” that we hastily thrust out of sight.

Briggs was a lawyer, but his chief income was derived from his reputation as a coach, and there is little doubt that his most impressive forensic manner was displayed occasionally for our benefit.

Dr. Harley - another of our party - once felt Briggs’ pulse before the starting of the train. I forget what was the matter with Briggs, but remember he observed it was overwork, whilst Curzon suggested over-indulgence. The Doctor counted the beatings aloud

with an exaggerated expression of professional gravity. Suddenly Briggs wrenched away his wrist, and, taking out his own timepiece, exclaimed in his best crossexamining style: “Try it with this, sir; how the deuce do you imagine you can take a fellow’s pulse with a miserable Waterbury like that?”

Wilbraham, who, by the way, was the proprietor of a local newspaper, posed as the wit of our party.

Densmore was a retired Reuter’s Agency man, and went up to town every day to call on his old friends.

He was silent and reserved, as greatly travelled men often are.

Having introduced five of our party, it will be taken for granted that I am the sixth and last. My name is Plantagenet Smith. An only child, my parents hoped and predicted great things for me, which I am sorry to say have never been realised. With a dim prescience of my solitary childhood, and a vague hope of counteracting and lending splendour to the commonplace involved in my family name, they cast about for a high-sounding appellation to tack on to it. I think they found it. I have thought so ever since. Perhaps there is no need for me to write down my profession.

The reader will know quite enough should he know my name. This only may I affirm in justification, that my disposition is not kingly nor exactly courtly, while my conversation and bearing neither smack of the footlights nor suggest a cheap edition of a popular novelette.

One fateful New Year’s Day — it was the year of grace 1895, to be precise — it pleased the railway authorities in their wisdom to make the starting time of our train two minutes earlier. Possibly “4.30” looked better in their time-bills, or the time may have been easier to remember.

Briggs had arrived precisely at 4.15 — he always took first possession of our compartment, and allowed the others to come in, as Wilbraham once said, as a special favour.

He had taken his seat, after having previously ascertained that the water in the foot-warmers was properly heated. With rug carefully spread over his knees, the others found him placidly reading the Globe and puffing at a cigar, as one by one they arrived, all more or less indignant at the arbitrary rearrangement of the train service - so apt is man to imagine himself the centre of the universe.

I was the last to arrive outside the barrier, and, though close on the half-hour, by summoning energy for a little sprint down the platform, I might have joined my friends, when my attention was called to another matter. Man is a creature of circumstance—a blind follower of destiny—a feather caught up and tossed hither and thither by winds that blow where no man listeth. I did not catch that train.

***** It was later in the year, a foggy day in the autumn, and, for a wonder, the doctor had nearly missed the express. He arrived puffed and blowing, and, upon Briggs judiciously remarking that a medical man ought to invest in a reliable timepiece, had remarked snappishly, “You can’t expect all of us to possess fifty-guinea presentation tickers, Briggs."

The lawyer looked hurt, and there was a dangerous light in his eye as he quietly replaced the prized chronometer. To relieve the tension Curzon came to the rescue by saying: “Talking of missing trains, do you remember last New Year's Day, when we left Smith behind?”

“Ah, Smith, what did you do with yourself?” inquired the doctor.

“Caught the next train, I suspect,” struck in Wilbraham.

“Some people are a deuced sight too fond of those refreshmentrooms," growled the lawyer, without apparent relevancy.

"Tell us the story, Smith," came from each of the five; and, seeing from my face that there was a story to tell, they became clamorous.

Somewhat reluctantly, and with many deprecations as to the lack of the storytellers art, I settled myself in the cushions and began my narration.

“When I stood outside the barrier and saw the 4.30 on the point of starting, I turned round at the sensation of a tap on my shoulder.

Seeing nobody in particular, and many persons in general, I thought I had been mistaken, and turned

about to pass through the gate. But again I felt a tap of the fingers, this time more distinct, and turning quickly I was confronted with a-" “Policeman," suggested Wilbraham.

“With a young and well-dressed woman.”

“O Lord!” groaned Curzon, filling his pipe, while Briggs chuckled, and Densmore grimly smiled.

“I faced her,” I continued, not heeding these slight interruptions, “and raised my hat with a gesture of inquiry. I could see little of her countenance, as she wore a thick veil. By her figure and style of dress I judged that she was young.”

“No criteria,” murmured the man of law through a cloud of tobacco smoke. “‘The hour is at hand,’ said this damsel in a low voice. “‘I believe it is,’ I answered, somewhat bewildered, glancing first at the big twin clocks and then at the retreating rear-van of my beloved express. ‘I believe it is’; and I looked at her this time with no very pleasant expression. “‘You are wise,’ whispered my companion, adding in a louder tone, ‘Shall we go into the refreshmentroom? It is better than the waitingroom for our purpose.’

“I will not try to tell you what I thought of this young woman.

Possibly what any of you fellows would have thought at that moment had you been in my shoes. But her voice was so refined, and she appeared so unmistakably a lady,

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know will all the Brotherhood. You may perhaps be surprised that I should have been chosen to meet you and be your guide, but I am so deeply in my father’s confidence, and sobound up in the fortunes of the Brotherhood, that I think my father never realises I’m a girl. I act as his private secretary, you know, and -’ “I turned to her eagerly. “‘Pardon me,’I blurted out, ‘but before we go any further pray let me explain. You do not know—you do not even know my name.'

“She interrupted me with a little laugh. “‘Don’t know your name? Well, possibly not your real name—that is your affair, and mine, of course, is my affair, but the name in the Brotherhood is our affair, is it not?’ she queried mischievously. ‘Shall we say Brown or Jones, Smith or Robinson?’

that one idea finally excluded all others less worthy, in spite of the suggestion of coarseness and vulgarity that obtruded itself. Besides, I was by that time consumed by curiosity to see the face of this woman with the accent and manner of a gentlewoman, and who yet had accosted me with the familiarity of a factory girl.”

“Geoffrey Plantagenet, Only imagine it!” hummed Wilbraham maliciously.

“Shut up!” snarled Briggs, who was getting interested.

dexterous touch, flicked the crumbs off a lately-occupied table. Men were sauntering through the open doors, rushing in, or sneaking in, according to disposition and circumstance. The clink of glasses and popping of corks, the loud conversation and noisy laughter of a little knot of racing men, the smoke, and bustle, and confusion incidental to a busy refreshment saloon, were perceived in an insubstantial, misty fashion by my senses, when, suddenly realising the presence of the beautiful creature at my elbow, I rose abruptly, and with scant ceremony led my companion to the door.

“So without more ado, and scenting some fun in the distance, I offered my arm, and presently we were sitting téte-a-téte over a cup of tea at a marble-topped table. I remember plainly that it was of marble, because I studied the veining and wondered what would happen next. My strange companion seemed in no immediate hurry to explain matters, but I knew that to drink the tea that was cooling before her she would be forced to raise her veil. Preserving a discreet silence, I balanced my teaspoon upon the edge of the cup and waited. At length I was rewarded.

“‘You seem preoccupied, but I do not wonder when your responsibilities are considered.'

“Beautiful! oh, heavens! how beautiful! But it was the beauty of a star, pale and cold and unearthly. I had looked for something earthly, and shouldn’t have been greatly astonished to have discovered frizzled hair and a dash of artificial colour on the cheeks. Instead, I saw the perfect oval of a Madonna’s face shrouded in thick coils of dead-gold hair. I have no skill to describe her features. Only her eyes attracted my notice then. Attraction is a poor term; they riveted me until every drop of blood in my body danced and quivered.

“The lady shot me a glance of momentary perplexity. The next minute we had entered a hansom and were being driven along Old Broad Street. I am not certain whether she or I hailed the cab, or what direction was given the driver, but was conscious all the while of a description of mental intoxication. I felt like a child who had strayed within some pleasant wood gathering wild blossoms, indifferent to time or place, heedless of any afterwards!

“I must have gazed at her for some moments, for a faint colour rose in her face. I believe I murmured some commonplace apology, afterwards staring round the room as a man suddenly wakened from sleep. There were the girls behind the counter dispensing drinks with characteristic nonchalance.

A waiter strolled up and, with

“I began to have creeping doubts as to my sanity, and mentally reckoned up the number of drinks I had imbibed that morning.”

“I thought we should come to the point soon,” observed the lawyer encouragingly.

“However, having nothing upon that score on my conscience, I replied rather inconsequently, ‘Yes, they are heavy, far too heavy, but nothing to speak of.’

“Over the asphalte clattered our vehicle at a leisurely pace, as I looked out with incurious eyes at the strenuous mass of humanity struggling past the Royal Exchange, along the crowded thoroughfares—a multitude of faces turned homewards!

“Presently I heard my companion say softly, ‘My father will be very pleased to welcome you, and so I

“The church was nearly empty, for the hour was early. With heightened imagination and a throbbing pulse, I noticed a door through which we passed, a stairway steep and narrow which we ascended, until finally we emerged into the organ-loft. Here we were joined by an elderly man of imposing appearance, who silently gripped my hand.

“He had the easy bearing and distinguished manners of a gentleman of birth and education, and had I been asked to guess his profession I would have hazarded the assumption that he was engaged in the diplomatic service.

“Here was unmistakably the fair organist’s father.

boy, I felt piqued at the doubtful compliment. Did my appearance belie my English? Well! I felt somewhat of a cad, and perhaps I looked it!

“She removed her gloves and ran her fingers over the manual.

Then commenced a slow tortuous movement difficult of execution, which I recognised as one of Bach’s fugues.

“I listened with happy sensations, when of a sudden I heard a distinct rapping that appeared to proceed from the interior of the organ.

Even to my inexperienced ears the sound bore no likeness to anything appertaining to the music or that reasonably related to the instrument. Three deliberate raps!

"The performer turned with a smile.

‘Oh, let it be Smith,’ I groaned,‘let it be Smith. That name will suit me best. But let me explain, my dear Miss—what shall I call you, by the way?’

“There was no suggestion of an introduction. He greeted me as an old acquaintance or expected friend, and in this man’s courtly presence, with the witchery of the daughter superadded, my tongue seemed tied, and I lacked the will to utter a word that would have freed me from the deepening embarrassment of the situation.

In a moment he had left us, and my opportunity was gone.

“‘Call me! Why Sister Smith, to be sure.’

“The girl looked at me curiously for an instant.

“‘Now I will guide you. Come!’

“‘Well,’ Sister Smith, allow me to explain—‘

“‘I don’t think I shall play to-night, at least only the voluntary. You know we don’t get a distinguished delegate every day, and I want to hear you. By the way, what a splendid accent you have!”

“‘Keep your explanations,’ answered the girl, as the cab pulled up with a jerk, ‘until presently.’

“I assisted her out, now fully determined to see the adventure through.

“Nodding to the driver, my guide led the way up a flight of steps that faced the entrance to what appeared a church—probably some scantilyattended chapel-of-ease.

“So great had been my abstraction during the drive that I had lost knowledge of the streets we had come through, and now I failed to recognise my surroundings.

“I was troubled, too, by the recollection of my not having paid the cabman, but a light broke on me when I remembered his complaisance.

“Together we entered the building, and unresistingly I walked by the side of my interesting conductor down the aisle to the farther end of the church. “‘I'm the organist,’ she smilingly explained. ‘I am also the door to the Brotherhood, actually and literally, through which you must pass to the light beyond.’ “‘The prospect doesn’t daunt me,’ I replied, bowing, willing enough now to be fooled to the top of my bent. ‘I would cheerfully pass through such a portal if the outer darkness, and not the light, lay beyond.’

“She turned her wonderful eyes full on me, and that is my only excuse for not instantly demanding and giving an explanation, and then walking out into the street. It may be a poor excuse for a gentleman to urge, but the situation appealed strongly to my imagination, while the eyes that now fell under the long lashes were more compelling than habit or tradition.

“Being an old Public School

“‘Your hour has come,’ she whispered, and broke off with a final chord. Then taking a silken handkerchief from her pocket she made as though to blindfold me, and I, keenly alive to the romance and mystery the action implied, allowed her to have her way with me.

“To my darkened sense we appeared to be moving forward. I could have sworn that a door was opened leading right inside the organ. No other means of ingress or egress had been visible to my eyes a moment before except the narrow staircase we had first climbed, and yet we were moving forward on

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“Then followed the reading of the minutes.

“Reference was made to work done in the Cause, of lives lost and victories won. Allusions to personages well known in political and social circles filled me with curious interest, and the mention of one name—one of the highest in the land—struck me with wonder, and stirred me with strange misgivings.

“The secretary ended, and, after the customary resolutions following the reading of minutes, the first voice again rang through the chamber:

the level where I had supposed the organ to be.

“We advanced—I cautiously, she holding my hand, until the light grew dimmer to my veiled sight.

Evidently we were in a darkened chamber. I heard a slight click as of a closing door.

“Then a fit of madness overcame me, and I did a rash and ungentlemanly deed. This woman with her sweet influence seemed nearer to me now that I no longer saw her. Her presence magnetised me, and being sensible of the perfume of her hair and of her rustling garments, and thrilled by the contact of her soft palm, I suddenly caught her to my breast, kissing her passionately.

“She uttered no cry, but struggled to free herself, and I caught the sound of a sob in her throat. Then the enormity of my crime rose up like a spectre, and, hot with shame and mortification, I waited developments.”

“You wanted slinging out,” remarked Densmore, quietly, relighting his cigarette and passing the unextinguished vesta over to Curzon.

“Certainly a case for a jury,” assented Briggs, knocking the ash off his cigar. “But we have yet to learn whether the plaintiff gave defendant any encouragement.”

“I think she liked my silence better than an abject apology. However, I groped my way down some sort of a staircase, but the little hand no longer held mine. Instead, I felt myself led by the arm, and knew that I was in the grasp of a man.

“Then I perceived a glow of light, and I was gently, yet firmly, pushed down on to a seat in a sitting position. There I waited, half trembling with the reaction from my recent indiscretion.

“There was an awful silence, more terrifying than the wildest clamour.

I sat and waited. Presently a voice spoke: “‘Brother Secretary Smith will read the minutes of our last meeting.’

“‘Before proceeding with the business of the evening,I have an announcement to make to the brethren. On the last occasion of our foregathering here we were favoured with the presence of Brother Smith from the States, and Brother Smith from Spain. To-night we are fortunate in securing the attendance of Brother Smith from Russia, who will encourage us with a message from the Brotherhood in the oppressed dominions of the Czar.

In accordance with our usage our brother has entered this assembly with darkened vision.

Before placing him on terms of equality with ourselves I will ask in open chamber the usual solemn questions. Answer, brethren, as you have been taught. “‘What is the right of true men and free made in the image of their Creator, and what their inheritance?’

“Then voices in unison responded, and among the deep notes of the men one voice floated as the sound of a sweet oboe over brass instruments in an orchestra: “‘The right to enjoy their birthright of freedom—liberty of body and mind—their inheritance, the earth!’ "'Who stand in the way of man’s moral and physical achievement?

Who stultify his mind, starve his body, and finally kill both body and soul?'

“Again the chorus: ‘The great ones of the earth—made great by wrongdoing, by lust and oppression; Dives denying Lazarus even the crumbs from his table; nobles, princes, kings, and emperors.’ “‘What shall be done unto them?’

“With awful significance came the hoarse reply: ‘What was done to the barren fig-tree.’

“A moment’s silence, and he who was evidently the president cried out: ‘Cut them down—destroy them root and branch. Why should such as they encumber God’s fair earth?’

“Then I understood, and I must admit that I began to get frightened.

Curse my love of adventure that had led me into this nest of traitors to the throne and constitution!

Cut- throats! Fenians! Nihilists!

Anarchists!—-whatever they might call themselves. A pretty pickle I was in, and I shivered to think

how it might end. What pricked my curiosity was the singular coincidence of there being so many present bearing my own homely patrony-mic. “‘Brother Janitor Smith, let our brother from Russia see the light.’

“In a moment I was blinking in an endeavour to grasp the scene before me.

“About a score of persons grouped round a circular table in a vault-like apartment, lit by one magnificent candelabra. Occupying the chair was the distinguished person who had welcomed me in the organ-loft. I was led to a vacant seat on his right. “‘Brother Smith from Russia,’ began the president, ‘before calling upon you to bear testimony we shall require to see your credentials. We have already had ample proof of your identity before you came here.

My daughter’ (and here he glanced affectionately at the girl on his left) ‘met you at the appointed time, at the appointed place under the clock! “‘You answered the description sent us from Russia down to the smallest detail. So far so good. The introductory remark agreed upon was, "The hour is at hand?" To which you were to reply, "I believe it is!" And the answer was to be emphasised by your looking up at the clock. We mention these details only to show you that we are not neglectful of precaution. We were informed that you spoke English perfectly, as do many educated Russians, and we are rejoiced to know that you can address us tonight in the tongue familiar to us. “‘You were afterwards, I believe, questioned by your guide as to your name. I need scarcely explain to you that Smith is a sort of generic term with us—the adopted name of each member of our English brotherhood. Our rules prohibit the use of own names, and few of us would know each other if addressed by them. Then, too, Smith being, perhaps, the commonest of all English names, our use of it symbolises Democracy, or the greatest good to the greatest number! “‘I will not waste further time, but as a matter of extreme precaution and as a further test of your patience will ask you to place your credentials on the table for the secretary to examine.’

“I sat rigid and silent. There was an ominous pause. At length I found voice. “‘Gentlemen, I have no credentials.

I’m no Russian, but an Englishman, and not the person you take me for.

I've nothing to add except that my name is Smith.'

“Several men sprang to their feet, but the president waved them down.

“I looked round the circle, observed the dark, menacing looks of the Anarchists, the gloomy brow of the president, and fell to thinking of my mother and sisters and the dinner waiting for me at home.

Then I laughed nervously. “‘You are not the Russian delegate?’ “‘No.’

“A long pause, during which the president looked reproachfully at his daughter, who sat very still and white, and uttered no word. “‘What is the justice to be meted out to the traitor and the spy?’ “‘Death!’ came the response from a score of throats. Only the girl remained silent, and I read anguish in her eyes.

“My choler rose. With some degree of courage I met the angry glances, and with tremulous voice addressed the president.

“I explained feverishly that it was all a huge blunder and misconception, based upon a monstrous sequence of coincidences; that my love of romance and mystery had precipitated me thoughtlessly into my present position; but that I was neither spy nor informer, and had no desire to betray their secrets.

Then, noting with rage and sickly fear the look of grim resolution overspreading the faces of the men, I broke off abruptly and folded my arms in sullen despair. “‘The rules of our Order cannot be broken.’ “‘They must not be broken!’ “‘What is the sentence?’ “‘Death to the spy!’

“It reminded me of the responses in the Church service, this solemn solo and ghastly chorus. My thoughts flew to the sacred edifice above, and I shuddered at the devilish ingenuity of the men who propounded their hellish designs of annihilation of rank and beauty, genius and law, under the very shadow of God’s house, and coincident with the service of His Church. What mercy had I to expect?

“Looking up again, I noted only two things. The girl was silently weeping. The janitor before the closed door was feeling the point of a dagger.

“Then I bounded up and, as a relief to my feelings, struck out with my fists. A brief struggle, and I was felled by a burly Socialist, fainted, and remembered nothing more until I found myself, bruised and faint, but alive and whole, inside a hansom in motion, the cool night air fanning my flushed temples, and the thousand lights of London’s great waterway twinkling below the Embankment.

“A sheet of paper was pinned to my coatsleeve. By the flashing lamps I read in a woman’s handwriting: “‘I have saved you. I need not remind you of the vengeance of the Brotherhood should my confidence be misplaced. Suffice it that I have pledged my word for you—the word of an English gentleman—never to reveal the secret of church, organ, or council-chamber. Forget all, as I forgive all.’ “‘Where to, sir?’ queried the driver, peering through the trapdoor.

“I gave him a direction, and shortly after was dropped, limp, sore, and wretched, at the door of the Great Eastern Hotel.”

“And aren’t you afraid to tell us this?" demanded Briggs, when I had finished.

“No,” I answered. “In the first place; you don’t believe the tale’s true. In the second, I’ve named no names or places, and disclosed nothing that can lead to identification. For the rest-I can rely on your discretion.”

“I congratulate you on your perfervid imagination, dear boy,” quoth Wilbraham. “Any time you’re stony broke you may always reckon on a post on my paper.”

“I should see a specialist at once, Smith,” said the Doctor. “Vokes is a good man for cerebral affections.”

“And what about the fair Anarchist, eh! you young rip?” asked Curzons.

“I think this is Stortford,” said I, rising and folding up my rug. •

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1910s

The Andover and Redbridge Railway The story of The Andover and Redbridge Railway (The Sprat and Winkle Line), written by John Moreton, first published in The Railway Magazine in January 1910.

THE curious nickname of "sprat and winkle" line has always been applied to that portion of the London and South-Western Railway running between Andover and Redbridge, in Hampshire.

The reason for such a strange appellation is hard to discover, unless it is from the fact that the southern extremity of the line touches the mudlands on the tidal portion of the river Test, where, perhaps winkles may at times be found, but it is questionable whether the silvery sprat is often to be met with in its waters, at or near the spot. The railway itself has a most interesting and somewhat unique history, and provides an illustration of the survival of the fittest insomuch as in this case the railway replaces the canalóthe old waterway giving way to its more formidable opponent, the steam railway.

Again, it forms part of one of the oldest devised schemes for the construction of a railway direct between Manchester and Southampton, and at the present time it provides a most important link in the ultimate outcome of that idea, although, of course, it is by no means the grand trunk line that was originally intended between those two important places.

The Andover and Redbridge Canal that formed the nucleus

of the present railway line, was constructed as far back as 1792 – or, at any rate, several miles were then in operation – and for many years this old waterway was used with considerable advantage to the towns and villages which it served, until the railway mania began to disturb the minds of local financiers and landowners; and in the early 'fifties many meetings were held and schemes discussed for converting the canal into a railway with the idea of shortening the distance between Andover and Southampton. The line from Romsey to Southampton (extension from Salisbury) via Bishopstoke (now Eastleigh), was already in existence at this time.

So far back as the year 1847 the London and South-Western Railway, with the idea of keeping out competitive Great Western Railway schemes, had applied for powers to purchase the canal and convert it into a railway, and Parliamentary assent had actually been obtained, the London and South-Western Railway agreeing to give the promoters of the Manchester and Southhampton Railway, scheme runinng powers over it in the event of the latter obtaining an Act in the following Session. But this excellent arrangement fell to the ground, as in the year 1848 the railway fever had subsided, and no one could be

Remains of the Andover canal near Romsey (Photo: Geni/Wikipedia) found able or willing to bring such an undertaking before Parliament, so the London and South-Western Railway at this time neglected to avail itself of the opportunity of constructing the line.

Ten years later this somewhat unimportant part of Hampshire became the centre of the "Battle of the Gauges" that raged so long between the two Western rivals, and on July 12th, 1858, an Act was incorporated for the construction of a broad gauge line between Andover and Redbridge, by means of converting the Andover Canal into a railway, exactly 69 years after the former had been authorised. The capital of the proposed railway was fixed at £120,000, in £10 shares, with authorised loans amounting to £43,000. The purchase price of the canal was fixed at £12,500 in cash and 1,250 shares in the new line.

Arrangements were also made

with the Great Western Railway to construct a line 14 miles in length from Pewsey to Andover, and thus form a direct 'broad gauge' route between Bristol and South Wales to Southampton. After crossing the London and southWestern Railway's Dorchester line at Redbridge, it was proposed to continue the new railway along the mudlands of the western shore at Southampton to an independent terminus at that town.

It was estimated that the railway would cost about £6,000 a mile to construct, and it was to be formed along the bed of the canal. So far as Southampton was concerned, the inhabitants of that place were most enthusiastic over the scheme, and a member of Parliament is stated to have been elected solely upon his promise to use every endeavour to bring the "broad gauge" to the southern port.

The London and South-Western Railway naturally strenuously opposed the project, and when unsuccessful in this particular, endeavoured to secure the inclusion of a clause in the Bill that the gauge should be 4ft. 8 1/2 in.

In this it also failed, and its next move was to try and make it obligatory on the part of the Andover and Redbridge Railway to construct the line on the mixed gauge, but it was again unsuccessful.

On September 28th, 1859, the first sod was cut by the Rt. Hon. Lord Palmerston, K.G., in the presence of a large and distinguished body of spectators. The site chosen for this ceremony was a field near Ashfield Bridge, occupied by a Mr. Chandler, and just outside Lord Palmerstonís residence, Broadlands, Romsey.

To do due honour to the occasion a salute of 14 guns was fired.

Several alterations and modifications were next made in the scheme, and by Act of May 15th, 1860, certain deviations were authorised and the period of completion of works fixed for July 12th, 1863, a date that was subsequently considerably extended.

By Act of July 29th, 1862, the railway was authorised to cancel forfeited shares and to raise new capital to the extent of £15,000 at 5 per cent. preference and £5,000 on mortgage, the time for completion of the works being again extended until January 1st, 1864.

A further Act, dated June 29th, 1863, authorised the Andover and Redbridge Railway being amalgamated with the London and South-Western Railway, and necessitating its construction on the narrow gauge, the latter railway taking up the debenture debt and other liabilities, and securing to the shareholders of the undertaking an annuity equal to 3 per cent. on the payments it had made.

Atalanta, No. 167, a Beattie’s Patent Locomotive, built at Nine Elms works in 1859, and used on the Andover and Redbridge Railway. Coupled wheels (3 ft-. 6 in. diameter. Outside cylinders 17 in. diameter by 22 in. stroke

The offices of the Andover and Redbridge Railway were situated in the ancient borough of Andover, and the first Board consisted of the under-mentioned gentlemen: Mr. Ralph Etwall (Andover), Chairman, Mr. Wm. Cubitt (Andover), Mr.

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Geo. Hunt (banker, Southampton), Mr. John Ravenhill (banker, Warminster), Mr. T. N. Mortimore (farmer, Andover), and Mr. J. P. Stebbings (Southampton). The engineer was Mr. John S. Burke, of 6, Victoria Street, Westminster; the auditors, Mr. Alderman Blatch and Mr. J. N. Swayne; and the solicitors, Mr. VV. T. Manning (London); Messrs. Deacon and Pearce (Southampton); and Mr. T. Lamb (Andover). The qualification for a director was fixed at £500.

The Andover and Redbridge Railway was opened for traffic on March 6th, 1865, and at that time the service consisted of only four trains in each direction (one of which was a mixed passenger and goods) daily during the week, and one train each way on Sundays. It was, of course, a single line, with crossing loops at the stations for trains to pass one another when necessary.

The "mixed" trains occupied over 2 hours for the journey of 28 miles, while the passenger trains, which, of course, stopped at all stations, about 90 minutes.

Seeing that the railway was practically constructed along the route of the old canal, the curves were in places Very bad, and although the line has since been considerably straightened and the curves flattened, there are now many places where the trains perform a half-circle journey from one point to another. This is largely due to the fact that the rivers Avon and Test run parallel with the line all the way, and it was to avoid crossing the latter river too frequently, and the consequent expense in bridging, that these curves were necessary, although, as a matter of fact, the line now crosses the river and its tributaries many times en route.

When first opened, a journey on this railway by anything in the nature of a fast train was fraught with considerable excitement and not a small amount of danger to the passenger, and although, fortunately, no accident of a serious nature has to be recorded, many slight mishaps, such as derailments, etc., took place ; and the writer well remembers many journeys

Fullerton Station

on the line where sticking to oneís seat was a matter of considerable difficulty, and the luggage placed on the racks frequently provided a minute bombardment to those seated beneath before the end of the journey was reached.

The gradients throughout the line are particularly easy, except for the short piece between Andover Junction and Andover Town stations, which is on a sharp curve, and has falling gradients of 1 in 62 and 1 in 81 for nearly the whole distance (one mile).

There are a few short stretches of 1 in 120 near Fullerton and Horsebridge, and about 1/2 mile of 1 in 100 just after leaving Romsey.

The stations on this line are as follows: Andover Town, Clatford, Fullerton (where there is now a junction with the branch from Hurstbourne, opened on June 1st, 1885), Stockbridge, Horsebridge, Mottisfont, Romsey, Nursling, Redbridge, Millbrook and Southampton West.

Mr. Sam Fay, General Manager of the Great Central Railway, in his interesting book entitled "A Royal Road," makes frequent reference to the vicissitudes of the Andover and Redbridge Railway, and devotes a great part of one chapter to the struggles that took place between the two western railways for supremacy inthe proprietorship of the scheme a struggle that eventually landed the originators in Chancery with a contractorís claim amounting to £22,000 against them for work already performed.

This, as already stated, resulted in the London and South-Western Railway stepping in and effecting a rescue by amalgamating the railway with its greater neighbour and providing the ways and. means of satisfactorily completing the undertaking.

Many years passed before the line came into actual prominence, and one of the first steps toward this desired end was the policy of the London and SouthWestern Railway directors in reconstructing it by flattening the curves and doubling the line throughout, which was completed

in November, 1885. The opening of the Swindon, Marlborough and Andover Junction Railway (now Midland and South-Western Junction Railway) was the means of providing direct railway communication between the North and Southampton, and completing practically the original idea for a Manchester and Southampton line.

The Midland and South- Western Junction Railway now runs through trains over this road, having been granted running powers between Andover and Southampton in return for a similar privilege allowed the London and South Western Railway to Cirencester, but not at present exercised, and passengers are now enabled to travel without change of carriage direct from Southampton to Manchester, York, Bradford, and other large Midland and Northern centres.

These are express trains formed of modern bogie stock, electrically lighted and steam heated, and only call at- Southampton West and Romsey, between Southampton Docks and Andover Junction. A very considerable traffic connected with the liners from Southampton Docks is conveyed by this route, and a special train, with passengers for the American, Union Castle and other lines of steamships, runs from the North direct to Southampton Docks on Saturdays.

The district between Andover and Redbridge is, of course, purely agricultural, but being in the valley of the river Test, noted for its famous trout fishing there is during the season a large amount of passenger traffic of a good class from this source and Stockbridge, with its numerous racing stables and training grounds, adds its quota to the annual receipts in the way of conveyance of race horses to and from the various meetings held throughout the country. For many years an annual three days' race meeting was held at Stockbridge.

Where the Bibury Club had their headquarters at the Grosvenor Hotel; but this is now a thing of the past, and the Bibury Club have transferred their patronage to Salis≠bury. The name of Tom Cannon, the famous jockey and trainer, of Danebury, will always be associated with the neighbourhood of Stockbridge.

Map of the Andover and Redbridge Railway No particular class of rolling stock was apportioned to this branch railway, but in its early days some 'relics' in the form of both engines and carriages were engaged in the service. Many of the older "Beattie" type of engines at one time were running between Andover and Southampton, and the writer well remembers seeing (and occasionally riding on as a boy) the following interesting old locomotives: Reindeer, a 5 ft.

6 in. single engine, with outside cylinders 13 in. by 18 in., small leading and trailing wheels. This old engine was built by Fairbairns in 1843. It had an iron firebox, and the total weight in working order

reached only 20 tons 14 cwt. After this came the Havelock, another single engine, but with 6 ft. 6 in. driving wheels, and outside cylinders 15 1/2 in. by 21 in. This engine was built by the railway at Nine Elms, in July, 1858. A sister engine, Eugenie, was also at one time engaged on the service. After the Havelock came the Pluto and Prince-4-wheels coupled (driving and trailing), 5 ft. 6 in. wheels, and cylinders 15in. by 22 in. Both of these engines were built at Nine Elms, and had small 6-wheeled tenders, with a water capacity of about 1,500 gallons. Next camethe Ironsides, a four-coupled 6 ft. 6 in. passenger engine with small

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1910s

Horsebridge Station leading wheels, and outside cylinders 16 in. by 22 in. This engine was also built at Nine Elms in December, 1855.

during Mr Adams' regime, and these locomotives are in every way convenient and satisfactory for the work.

The goods service at this time (one train each way daily) was worked by the Elephant stationed at Northam, an old double-framed 6-wheels coupled engine built in 1844, and rebuilt with 5 ft. wheels and new cylinders 16 1/2 in. by 22 in. in 1863. After the withdrawal of the engines above-named, the passenger service was for many years work≠ed by the 'converted' tank class≠ 'Beattie' passenger tanks, with driving and trailing wheels coupled, 5 ft. 6 in. diameter, that had been converted by Mr. Wm. Adams into tender engines for branch services. Engines Nos. 182, 194-214, and 215 of this type were at various times stationed at Andover Junction. At the present day the service is performed by the 10-wheeled tank engines built

The ancient borough of Andover, the starting point of this little railway, is now all important railway centre, and has connecting lines running north, south, east and west, and an excellent train service is provided from the junction station to all parts of England, although many of the fastest express trains between London and the West of England do not stop there. It is 67 miles from Waterloo, the fastest train performing the journey in 87 min.óone up train in the summer months is allowed only 76 min. for the journey.

Stockbridge Station

No through coaches are run from Londo11 to stations on the Andover and Redbridge Branch, but the local service connects

well with main line trains, and easy facilities are thus afforded for reaching any of the places in the Test valley. Andover itself is a very old coaching town, and possesses many interesting relics of the preórailway days in the shape of old inns where the coaches were wont to call before the introduction of the "iron horse" into that district. The junction station is nearly a mile from the town, but the immediate neighbourhoods now become very much developed, and houses stretch the whole way from that station to the town proper, and an omnibus is provided under contract with the railway to meet all the main line trains. The town station on the Redbridge Branch line is situated in Bridge Street, and has recently been much enlarged and improved, although the waiting rooms and offices still bear striking traces of the early railway days so far as comfort and

convenience are concerned. Just before reaching this station the line crosses Bridge Street on the level, and the crossing gates at this point, and the consequent delays to vehicular traffic, has always formed a topic of controversy between the town authorities and the railway company.

Some years ago a footbridge for the convenience of pedestrians was erected, but persons driving are at times still irritated by a wait at the gates; while trains are standing at or approaching the station. The line throughout is very flat, and there are many level crossings between Andover and Horsebridge mostly occupation crossings used by farmers and others whose property adjoins the railway. Andover has a population at the present day of about 8,000.

Just before reaching Clatford station there is a siding branching

from the up line and running into the property of Messrs. Tasker & Sons (Waterloo Iron Works), the large agricultural engineers and implement makers. Fullerton, as already stated, is the junction with the spur line from Hurstbourne, and the service on this loop is now performed by rail motor-car.

Previous mention has been made of Stockbridge, and we next reach Horsebridge, a pretty wayside station close to the river Test.

Mottisfont, our next stopping place, is a charming village with a population of about 520; and about one mile beyond we reach Kimbridge, where there is no station, but is a junction with the line from Salisbury to Romsey. The latter station is also a junction, as just south of the platforms the lines diverge; that on the right going on to Redbridge and Southampton, and the left vid Chandlersford to Eastleigh, the railway town of the South of England. A little before

Romsey Station From The South End

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reaching Bomsey an excellent view is afforded of the old canal, which at this point runs at right angles to the railway, and although now much neglected and little used, one can plainly see the old towpath running alongside it.

Romsey is a quaint old market town, and is noted chiefly for its famous abbey of Saxon architecture founded

by Edward the Elder, son of Alfred the Great, and rebuilt by Ethelwold, Bishop of Winchester.

Another point of interest about Romsey is the Berthon Boat Works, where the famous collapsible boats, designed by the late vicar, the Rev. E. L. Berthon, are constructed. Romsey closely adjoins the New Forest. It possesses a handsome memorial to the late Lord Palmerston, who at one time resided at Broadlands, now the home of the Hon. Evelyn Ashley.

Florence Nightingale's home was for some years at Embley Park, East Wellow, a few miles from- the town.

The population of Romsey is now about 4,500.

Our next stopping point is Nursling, where most of the property adjoining is owned. by the Earl of Northbrook, and where the London and South-Western Railway possesses large ballast pits; and we then pass on to Redbridge, where we get our first sniff of the sea, as the river at this point is tidal, and vessels of considerable size can be seen discharging cargo at the wharves

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owned by the railway and others.

Redbridge is the junction with the Bournemouth and Dorset line, which crosses the river a little north of the station. A branch stores depot of the railway is situated here and large stocks of rails, sleepers and other plant are here stored for use. The wharf is well equipped with steam travelling cranes. This brings us to the southern extremity of the old "sprat and winkle" line, the trains passing on through Millbrook and Southampton West into the Dock

station at Southampton.

Since the development of Salisbury Plain as a military centre, a large amount of troop traffic has been brought to this railway, and special trains with soldiers, ete., proceeding to Tidworth, Bulford and other places via Andover Junction or Salisbury are frequently seen. A large amount of sheep traffic is also conveyed in connection with the fairs held at various places in the neighbourhood. •

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Stockbridge Station

Route of Sprat and Winkle Line near Fullerton today (Photo: Wikipedia)

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