Old Gringo

Thanks 92912 for your answer. I had spent an hour or so yesterday looking for any photographs of changes in colour to the nameplate during 'Britannia's brief 15 years in service. And as luck would have it, whilst looking for any with the background colour of 'Britannia's nameplate in focus, I discovered a photograph of No. 70000 at Neasden, which was made at the time of the naming ceremony by Alfred Barnes, at Marylebone station, in 1951. This picture of No. 70000 complete with red-backed nameplate is at the top of page 16, in 'B.R. Standard Pacifics in Colour', by Peter Swinger, Ian Allan, 1994. Below is another colour photograph of 'Britannia', taken by R.C. Riley on 12th September 1964 at Willesden shed. The caption says, "Still in clean BR Brunswick green . . . with detail differences, etc" - and it still has a red-backed, brass nameplate. Given that No.70000 was withdrawn just eighteen months later, I would suggest that this picture shows the colour of the nameplate upon removal in June 1966. Hope this is useful, All the very best, John

With so much negativity in the stormy January air, some RMwebbers might enjoy a different take on the news of the end of the Warley National model railway exhibition held at the NEC. I began the following notes a week ago, after I'd started thinking back over the last three decades and they are just a few of my personal comments on the show. Warley National Model Railway Exhibition - A Personal Reflection. Like many others, I was saddened by the news of the cancellation. Although, having been a 'country' (careful now it's just another word for associate) member of Warley MRC for many years, it somehow didn't come as quite such a shock. I first met Paul (Jones) while I was helping to operate a super little layout called Carradon Junction*, at the small model railway exhibition held at the National Children's Home in Sutton Coldfield. Paul had been told that I was involved in communications and design and asked me if I could produce a logo to be used for a brand new, 'National' Model Railway Exhibition, that the Warley club were going to hold at the vast NEC complex. Although I don't believe that there is anything really special about the artwork, which combined the Warley MRC 'screw-link motif' into an industrial-style, oval railway works-plate; it was an undated design that has been used over and over again the brand advertising. And it's been a real pleasure to see it used continuously for longer than any of the liveries or motifs used by the 'Big Four' railway companies! I went to that first Warley NEC show in 1993 as a demonstrator ('how to build and ballast track - made using C & L components'), working on a section of a projected East-Lancashire terminus layout, with a small display of Lancashire & Yorkshire Railway locomotives, carriages and wagons. The engines were built by my late friend and long serving Warley member, Barrie Stevenson, from etched-brass kits and they ran for several years on the 'nearly-finished' layout. The ballasting demonstration introduced me to some members of the Stafford club and I ended up designing and ballasting several exhibition layouts with them. Later helping with the planning and staging of the local exhibition, when it moved up to the Stafford County Showground. And as Mick (@Newbryford) has said in an earlier post, "the hardest shows were those attended as a layout exhibitor, wanting to make sure that it all worked just as it should, but with that added pressure at the NEC of the 'National' label". I'd like to add that it's just as true as a demonstrator, hoping that you managed to answer all the questions! And I hope that everyone I've spoken to over the years was satisfied with the explanations I gave and also were encouraged to have a go. In those intervening three decades, I have only missed a couple of NEC exhibitions; attending many times as a demonstrator, or layout operator, on club layouts, Group-builds and my own projects. Regular RMwebbers might remember a few of the layouts: Black Country Blues (The BRM Competition layout), Diesels in the Duchy (Damian Ross's large cameo, inspired by St. Blazey), Stafford Railway Circle's, Littleton Junction and New Haden Colliery layouts: and finally last November, helping to operate Camel Quay (Terry Robinson's layout based upon a mini-Padstow). Probably my favourite NEC experience was taking a layout based upon another section of the Southern's 'Withered Arm' in North Cornwall, Treneglos, which was built by Chris Tooth, Damian Ross and myself. "Could it really be that this coach came from Waterloo?" was a line of Sir John Betjeman's poetry, which was included in the verses on the lighting canopy and the layout was a lot of fun to play trains on too! In complete contrast, the hardest weekend was taking my U.S. project, 'Once upon a time . . . in the West'. Based upon a junction at Whitewater, New Mexico and set in 1919, it was displayed as an exhibition layout under construction, which in retrospect was a great idea that probably should have stayed on the sketchbook! (PS: Anybody interested in a 32 foot section of model desert, complete with display canopy, please PM me). But, here's one of the things that IMO was so special about the Warley NEC show - the camaraderie of fellow modelling enthusiasts. On the Friday night, I was really struggling to set up the US layout, when two chaps suddenly appeared from nowhere and helped me put up the not so 'light-weight' steel canopy (from which the 30 foot photo-back-scene was hung). Thanks again Richard and Ray, I shall never forget your help that night with a 'Once upon a time' nightmare! However, it was Simon's (@Not Jeremy) earlier comment (page 5/ post 6), that perfectly summed up for me the Warley NEC exhibition: "I loved going to Warley, in whatever capacity, it was so spectacularly and terrifyingly large, and was always an ambitious celebration and exposition of a great hobby. What I really loved about it all was the excitement and pleasure it gave to so many people, seeing the enjoyment on the faces of so many people gathered in one place. It gave you a great feeling of being part of a fantastic hobby". I've also been to the NEC just as a visitor and have felt that buzz and enjoyed every show. So, what are the things I'll miss most about the Warley club's National show? There was always something new to see - something new to learn - and someone new to meet. Finally, I'd just like to add a big thank you to all those people who have helped to make the show the success it has been over those three decades. Thanks especially to Paul and all the Warley club members for creating a show full of those special memories. All the very best, John PS: What's next then? PPS: Oh brilliant, a friend wants some ballasting and I've had this sketchy idea for . . . * Carradon Junction was featured on the cover of the last edition of Model Railway Constructor.

In the rapidly moving world of RMweb, another discussion has appeared which includes several comments with regard to why and how this event has ended. "Accentuate the Negative" (begun by Andy Y) is in the Modelling Musings & Miscellany section: https://www.rmweb.co.uk/forums/topic/183840-accentuate-the-negative-whos-trying-to-kill-the-hobby/ A comment Jamie Warne posted somewhere a couple of days ago struck me as the most positive I've read just lately. "There will be highs, there will be lows, but the love for the hobby will never die. . . . . . .and that's why I feel its everyone's duty to share and promote the hobby as the positive, constructive, joyful escape it is".

Hi Kevin, Here's a (recent - May 2018) picture of the W.H.S Kiosk on Kidderminster Station, which is in the dark green. Hopefully, it is as close to the original colour as they could manage. Shame they couldn't manage the gold lettering, or perhaps that was only used at important main line termini? All the very best, John

Have you watched the video in the opening post all the way through? And read the book quoted in DenysW's post? Do you accept the figure quoted by the German locomotive (05.002) under test on level track?

DenysW, Thanks for your interesting comment, which mentions one of the most informative books on the design and development of the steam locomotive between 1880 - 1960 ever produced - on either side of the Atlantic. However, for those interested in searching out a copy, the author is William L. Withuhn (1941 - 2017) and the 452 page book is copyright Gail Withuhn, 2019, ISBN 978-0-253-039020. After reading the book, there's so many more questions regarding "so, who's faster?"

Kidderminster Railway Museum. The Railway Photograph Fair will be held on Saturday January 6th, in the adjacent (ex-Nursery) building alongside the entrance drive to the SVR car park at the rear of the museum. Opening hours 10am to 4.30pm. Thousands of photographs for sale from 20 tables of dealers, plus Kidderminster Railway Museum's own photograph archive will also be available. The Railway and Transport Book Fair will also be open on the upper floor of the Museum, on both January 6th and 7th. Over a thousand rare and out of print railway books, most in mint condition, and extremely hard to find. In addition, on the ground floor there are thousands of other railway books for sale, all at half the labelled price, plus many new books from publishers Lightmoor Press and Kidderminster Railway Museum. Opening hours will be 10am to 5.00pm. Kidderminster Railway Museum Station Approach Comberton Hill Kidderminster DY10 1QX Tei: 01562 825316 www.krm.org.uk

Kidderminster Railway Museum. From December 27th, daily to January 2nd, plus January 6th and January 7th. Railway and Transport Book Fair will be held on the upper floor of the Museum. Over a thousand rare and out of print railway books, most in mint condition, and extremely hard to find. In addition, on the ground floor there are thousands of other railway books for sale, all at half the labelled price, plus many new books from publishers Lightmoor Press and Kidderminster Railway Museum. Opening hours will be 10am to 5.00pm. On the following weekend: December 6th - The Railway Photograph Fair will be held in the adjacent (ex-Nursery) building, on the entrance drive to the SVR car park at the rear of the museum. Thousands of photographs for sale from 20 tables of dealers, plus Kidderminster Railway Museum's own photograph archive will also be available. Opening hours 10am to 4.30pm. Kidderminster Railway Museum Station Approach Comberton Hill Kidderminster DY10 1QX Tei: 01562 825316 www.krm.org.uk

Looking great, Paul. Your careful application of that W.S. Fine ballast and the weathering has made a superb job of this section. Waiting to see how you tackle those turnouts next. All the very best, John

Yes.

Thanks for all the replies so far. They prompt me to look in a couple of directions that we hadn't previously considered. We shall keep looking, All the very best, John

A friend of mine has been given this brass number-plate. It is one of a pair and although we've both been interested in the railways since we were youngsters, neither of us can decide where this might be from, as it doesn't fit any of the U.K. locomotives that we can think of. The cast brass plate measures 11" square and the number is raised up against the (restored) black background. Before the background to the number was restored, a small area was scraped back to bare metal and it seems that it has always been black. The condition of the rear of the plate suggests that the plate was attached to another metal at some time in the past. Does anyone have any ideas where or what this plate might be from? All suggestions welcome.

Although the Revised edition of 1987 is now almost 40 years old, "Railways of Canada" by Robert F. Legget, (published by David & Charles, Newton Abbot in the U.K. and in Canada by Douglas & McIntyre, Vancouver, ISBN 0-7153-9114-3), is the story of the development of the 40,000 mile network of Canada's railways, from 1836 to 1987. A well researched 255 page book with 30 illustrations and 8 maps. like Christian Wolmar's books it includes suggestions for further reading, appendices and a good index. As far as I can see, there is not much difference in content between the revised edition and the very slightly smaller in size first edition of 1973, excepting in the quality of the illustrations. Both editions have the same number of pages, but the five pages of 'Canadian Railway Statistics are correct to 1969 instead of 1985. However, the photographs in the earlier volume are on gloss paper and IMO it's a better quality reproduction. The books by Pierre Berton, recommended by pH were also produced in a combined volume (512 page 8"x 5.5") paperback by McClelland & Stewart (1974), Toronto, ISBN 0-7110-1332-9, which turns up on second-hand stalls at some of the Preserved Railways. It's an abridged version, but is also well illustrated with many colour photographs by Michael Reichmann of the CBC multi-million dollar, TV series. Have a great trip; it's a fantastic journey. All the very best, John

Thanks Northmoor, for posting another note with some more thought provoking comments. I'm pleased that you found "Ben Elton's articulation of the issues" interesting and agree that it probably appears as a more 'metro-centric' view of the railway system. As both of us are regular contributors to RMweb, I hope that you like railway transport and also support the weed-strewn network that British Rail passed on to the current 'privatised' operators. In the immediate reply to your comments, Wharf 57 succinctly summed up why current transport plans are aimed in general at those who live in the conurbations on the big island in the 'modern' world. Wharf said: "You have "Metro-centric" planning because that's where most people actually live". and might I add - that they too will all want super-fast broadband and would really like a frequent and reliable train service! Although Ben touched upon several issues from our railway history', in the time-slot available, the programme could not possibly discuss everything that we have lost - which of course began many years before the act of privatisation was imposed on the BR network. Very few people nowadays appreciate or understand the history behind the current railway system and several of the comments in your post are worth considering against that history. For example, "There are large parts of the UK where railways - indeed any form of public transport - does not, never has and never will, be a realistic option for the journeys people make". does not recognise that by 1900, the railway companies were by far the most powerful businesses in the British Isles. By 1914, very few communities (and only a very small percentage of the population) were far from access to a rail-operated-service, which had also both assisted and created the industrial power of Great Britain and Ireland (references include: RCH maps and Handbooks, England & Wales, Ireland & Scotland pre-Grouping, pre-WW1 editions - Railway Year Books, 1900 to 1930 editions, etc.). From 1868, government attitudes towards the railways and railway regulation had begun to change and following the formation of the Railway Companies Association (1870 -1948), a more co-ordinated and co-operative attitude towards necessary reforms, operating practices and safety regulation was engendered. By the outbreak of WW1, the railways and their integrated ancillary services had become the basis of an extremely reliable and cost effective transport network. Note that previously I used the words rail-operated-service, as the railway companies used ships, buses, lorries and eventually even aeroplanes, to provide a comprehensive and co-ordinated transport network for the Isles. Therefore, "our railways could be better. much better, but believing that railways can be made to provide something they were never especially good at" does not equate to the history. [Please see notes below for further references.] However, powerful monopolies make powerful enemies, even when they provide a much-needed public service and keep the country running against all odds throughout two World wars. Plus, in the 20th century, the British government could not/would not settle on a consistent approach to our transport requirements. And as time goes by, they also appear to find it more and more difficult to understand both of the terms 'serving the public' or 'providing quality services for the population' in any number of areas: viz: air quality, water, energy/power, the NHS, etc. ! The constant fiddling with how the railways operated occurred at least four times during the last century; 1923, 1948, 1963 and 1994 and each government reorganisation and the connected policies reduced the railway's competitive edge to provide a comprehensive service. Any real revival of our railway network has often been spoiled - and the first was the missed opportunity of nationalisation following WW1. Although favoured by the first Minister of Transport, Sir Eric Geddes (ex-NER), and the P.M., Lloyd George, it was torpedoed by greedy politics coupled with the realisation of the railway network's complete power to stop everything at a stroke (the memories of the 1911 strike were exacerbated by the 1919 strike). Next, following WW2, we had the desultory re-branding of the (Victorian-infrastructured) railway as 'old-fashioned' and the "poor bag of assets" inherited by British Railways in 1948 from 'the Big Four'. Tag lines regurgitated and promoted throughout the 1950s by the road lobby and later assisted by poor management and confused investment policies. (For a sample of these uncompromising attitudes and ill-considered ideas, please read 'Twilight of the Railways, What Roads they'll make', published in 1957 along with similar drivel). But worse was to come, because from 1960 onwards, a succession of short-sighted, governments (always looking at costs rather than benefits) have further reduced the overall effectiveness of the network to provide the world-class service that other countries receive from their railways. Nowadays, too many people fail to recognise that it was the railway network, which was the driving force behind the industry and beginning of the conurbations, which dictate a 'Metro-centred' approach to today's transport requirements and the "one-sized fits all" solutions by these short-term governments. Over the last 60-plus years, this has resulted in a smaller percentage of the much larger population even registering that the railway is still an effective and reliable mode of transport! But, what a wonderful mode of transport the railway is: The steel wheel running along the steel rail (and preferably driven by electric power) is still the most economic, environmentally efficient and safe method of rapid mass overland transportation, between large settlements in a densely populated country like the U.K. A long time ago, back in those dark days of December 1964, when I read in my brand-new copy of 'Trains Annual' about the new generation railway, 'The Shinkansen', I naively thought that we too might just be on the point of planning and operating our own dedicated high-speed line from the capital city to the North . . . . . . . . . . . . but I'm still waiting. Please keep watching those trains running up and down above our solid Victorian infrastructure. Apologies for the length of this mini-essay, hopefully it's all good therapy Perhaps I should have spent the last 60 years studying British birds and small parrots, instead of wandering along the tracks of those iron-dinosaurs! All the very best, John References: For confirmation of just how good the spread of the network was and how effective the services were by 1914, I recommend the series of books dealing with the 'Victorian Railway' written by Professor Jack Simmons (1978,1986, 1991, 1994). 'Once upon a time', long ago before television and the internet, the railway was referred to as 'the great connector' (and also 'the British gift to the world'). The social changes and economic developments that followed the connections and subsequent developments are part of the reason why both our economy and society could withstand the two world wars, but that's quite a different topic for discussion.

Hi Cheryl, How lucky you are to be given both of the two sets of these super little 1950s booklets and in such wonderful condition. It's taken me over 50 years to finally pick them all up, from dusty second-hand, book-shops and stalls on the preserved railways. Regarding the full set of eight of the Ian Allan series of booklets: If they are all priced at 9d (nine old pence) they are second printings, from about 1956 to 1959/60. If any are priced 6d, they are earlier printings, from 1954 to 1956. And you have all but one of the Brockhampton Press published series by Alan Anderson. There were eight booklets about 'Famous Trains'. However, the advertising strap-line on the rear cover of 'The Thames-Clyde' and 'The Blue Train' booklets (which were both printed in 1955) was changed to 'Famous Journeys' and a ninth booklet was then included in the series. It's title is 'Constellation Flight' (describing the England to Australia air service) and although I've seen a picture of it, I've yet to find a copy. I've often wondered if there were more famous journeys booklets planned, but never produced. Although, I know where to look for them and the price that I believe the little books are worth as single items (around £5 each), it's difficult to suggest where to sell them. But, because your sets appear to be in near perfect condition, I wonder if they would make a colourful exhibit from the 1950s era, at one of the stations on the preserved railways? Your post also alerted me to the fact that my photographs had disappeared (in a server failure that RMweb suffered some time ago) and I've just replaced the pictures in my earlier posts (18 and 19). So thanks very much for joining RMweb and asking your question in this topic. I hope my notes help, All the very best, John

Ben Elton's programme was broadcast a month ago and I would recommend it to all those interested in Britain's railways and railway transport in general. Especially so, as it would appear that today's railway 'system' is costing the British taxpayers, a huge sum of money in subsidies, for a service that is less reliable, or cost effective than when British Rail ran the operations. Over the years, many individuals have written in defence of our of railway - Sir John Betjeman and Jonathan Glancey being two of the most well-known and respected commentators. Probably everything in my post has been said before, although not necessarily in this topic. However, Ben Elton's exposure of current operations has annoyed me enough to want to respond in this topic. Apologies in advance to all those who are working (or have worked) on our railway system, no doubt trying to provide the kind of services we could enjoy a century ago, when the railways operated the most important transport network across the British Isles. Apologies also for adding the under-linings to David's earlier post in the paragraph below for extra emphasis. However, IMO, these statements highlight some of the key issues, since the act of privatisation was imposed upon the railway system. And after watching Ben Elton's programme a couple of times, I've added my reaction to the comments, followed by some extra notes. David said, "I specifically did not claim that increased passenger numbers and improved safety were the result of privatisation: (good) I merely point out that saying that (the statement) our rail system is a national disgrace isn't supported by hard evidence. (after watching the programme, how much more would you want?) I also stated that they (rail services) might very well have continued to improve under BR". (agree) "History is an endlessly recurring nightmare" is a quote by the French essayist Claude Roy (1915-1997) and it is a particularly apposite comment regarding the history of the British railway network, during his lifespan. Maybe this is the moment to compare another quote made by a former railway figure, who actually had a hand in the operation of our railways? "The railway, as a system under British Rail, was totally integrated and one person, or group of people were able to balance the system. Performance, Safety, Efficiency, Capacity, Growth; It is all one system. I think that privatisation fragmented that system into over 100 different parts". "That fragmentation did mean that the accountabilities were diffused and many different parts were set up with an economic architecture which by definition pointed them in different directions. I think it is the fragmentation and the economic incentives and the lack of clarity of accountability that actually makes it harder now to balance the system . . ." Who do we think might have made those statements? And how long after privatisation had been inflicted on our "deeply inefficient railway system" by Major's government; squealing, squabbling, sliding and squirming up and down the shiny, green leather benches in the House of funny stuff and throw-away inaccurate comments? The four sentences are not much of a defence for the recently privatised railway system, in which this person hadn't long been assisting with reorganising the operations and re-purposing large amounts of the increased tax-payers' subsidies (which since he left are now running at £5 Billion per annum). And the answer is - Gerald Corbett on November 10th 2000, when he gave evidence to the Cullen Inquiry. [See note below for the reference source]. I've been a railway enthusiast and studied the history of railways all my life and I watched Ben Elton's thought provoking programme with interest and disgust in equal measure. Over the last 60 years, I've been saddened to watch how the once comprehensive and co-ordinated network (which Britain still had in 1963) has been remodelled and reduced, by changes of direction and poorly conceived policies, imposed by successive 'tarmac sniffing, car-mad' governments. It's never been a lot of fun to be a railway enthusiast and I see that David has opened another topic (180411) in this section to discuss, "What changes do we want for the railway?" I hope it generates some interesting and constructive responses. References: The quote (with added underlined emphasis) is from 'The Crash that Stopped Britain', by Ian Jack, 2001 (p77). Seven days later, Corbett was sacked and with Railtrack shares plummeting, he went on holiday (p81), after a salary and benefits in his last year of £398,000 (p91). The reference for Major's "deeply inefficient" comment is from page 5 of 'Spotlight on BR', by Colin Booc0ck, 1998 Atlantic Publishing. Discussing the question Success or Failure? it is an articulate defence of British Railways 1948 - 1998. PS: The privatisation Act became effective from All Fool's Day 1994 and from this date, the railway 'system' is rarely referred to as a national network, except perhaps by those who remember it.

There were leaflets out yesterday (on the first day of the SVR Diesel Gala weekend) with the date of Saturday July 8th 2023 for the next Railway Photograph Fair and all the other details looked to be the same as last year's event.

Sorry I missed you at York on the Saturday, James. Over the weekend, I was usually busily engaged in the fiddle-yard operations on my friend Terry's layout, Camel Quay up on the first floor balcony. On the layout next to us (Melrose End), a beautiful 'Midland Spinner' appeared now again and turning round, we could watch Graham Nicholas and his team operating 'Shap' below us on the ground floor. A superb show and a very enjoyable weekend. I'm still catching up with RMweb and found the picture of the delightful little tank engine yesterday. Here's a little more information and a couple more references to add to Stephen and Alan's comments regarding the Lancashire & Yorkshire Railway, Barton Wright 0-4-4 tank engines. From ' Lancashire & Yorkshire Railway Locomotives' by Barry Lane, Pendragon, 2010, page 36 onwards, Barry says, "Barton Wright needed a modern passenger locomotive. The Four-coupled, bogie tank engines ordered from Kitson were very much one of their catalogue designs and two were delivered in the Spring of 1877. Although they were too heavy, they were never altered and acted as (Manchester) Victoria station pilots." "Ten more were delivered from Kitsons in the Summer of 1878 and they differed in having shorter side tanks (with a capacity of 1110 gallons)". Dubs then built the next ten engines delivered in the Autumn of 1878 and Neilson the following ten in Autumn 1879. The Neilson batch also had a four-inch shorter wheelbase and a tank capacity of 900 gallons, which reduced the working weight to 46 tons 4 cwts. Barry Lane says, "The official photograph of No. 86, built by Neilson's (which is shown in Stephen's post) is in works grey livery and the polished rim to the chimney was not perpetuated in service." In 1885 the class was again added to, when Sharp Stewart began to build a batch of forty engines, between October 1885 and August 1886. "All the forty engines could be easily identified by the distinctive arc of rivets on the side of the coal bunker." The top thumbnail shown in Stephen's post, credited to the LYRS is also reproduced as plate 68 on page 36 of Lancashire & Yorkshire Railway Miscellany 2, by Noel Coates, LYRS, 2006 and the distinctive rivets on the bunker can be seen on No. 230, built in 1886 by Sharp Stewart. As Stephen says, the complete class was withdrawn from service (in build order LYRS says) between 1901 and 1921. However, as Alan adds one of the class survived as a stationary boiler at Blackpool. I spotted this unusual engine on a visit with my Dad to Blackpool Central in October 1964, but unfortunately, we didn't have a camera with us at the time and it was some time before I found out what it was! It seems that quite a number of the class appear to have survived as stationary boilers at various locations sidings on the ex-L. & Y.R. lines. On page 90 of 'L&YR Locomotives', 1949, R.W. Rush says, "Several of the class when withdrawn were converted to stationary boilers, for carriage heating and washing at various locations; with their driving wheels and motion removed and a 30 foot sheet iron chimney fitted. They can still be seen (1949) at Accrington, Blackpool and Cheetham Hill carriage sidings, whilst others have been at Low Moor (Bradford), Liverpool and Southport." Photographs of these engines (and also Barton Wright 0-6-2 tanks) have appeared occasionally in the magazines, but the most recent collection of pictures of these survivors can be found in 'Central Division Miscellany - BR Days,' by Noel Coates, also published by the Lancashire & Yorkshire Railway Society in 2021. The pictures on pages 179, 180 and 181 record 0-4-4Ts at sidings at Cheetham Hill (No. 925) and Queen's Road (No. 903) in Manchester, at Blackpool North (No. 636) and two (Nos. 480 and 910) at Blackpool Central. There was also one at Edge Hill, Liverpool. All the recorded numbers were from the later batch of Sharp Stewart locomotives, excepting No. 636, which was a Kitson product from the 1878 batch of ten. Besides the photograph in Ahrons, referred to by Stephen in a later post, I can't yet find any reference to support the livery that has been applied to the model. On page 87 of 'Britain's Railway Liveries", Burke, 1952, Ernest Carter says that "Before Mr. Wright's time (pre-1876), engines were painted a dark green with black bands and two white lines" then 1876, "Mr. Wright painted all passenger engines a light green in 1876". (?) But over the page, "1876-1888, Locomotives which were originally painted dark green were altered to black, lined out with red and white". Barry Lane reproduces Barton Wright's official specification (dated 1881) for painting the engines ordered from contractors on page 18 of his book, which appears to agree with Carter's 'green with black & white lining'. However, the shade of green used in the colourised September 1882 photograph of 2-4-0 No. 713 'Juno' is (IMO) more of an emerald green, with outside frames dark brown and buffer beams vermillion. I agree with Stephen that it appears that the model is based upon one of the early batches of the L&YR engines, finished in a green livery (but with orange instead of the white lining used by the L&YR) and with a number applied that was not used by the L&YR. From your colour photograph, it is difficult to decide exactly which early batch the locomotive might be from, but it's not a later Sharp Stewart built locomotive as there are no rivets on the bunker side. Anyway, I hope this information helps, should you decide to acquire the unusual locomotive to add to the WNR fleet. All the very best, John

As a final note regarding the output of Ernest Frank Carter, it seems that Andy Y. was right and I did have a few more of his books than I first thought. Anyway, I hope that the posts have helped to illustrate some of the range of railway-connected subjects that he tackled. Of course, as a railway 'book-nerd', I've found it interesting to follow his output of hard-backed books in the years between 1950 to 1964 - and in a few cases to compare their content with other authors' books on similar subject matter. A couple of Ernest's books covered areas of railway study not previously tackled (e.g. liveries) and over six decades later they can be criticised (unfairly IMO) for the lack of references, etc.. But, I believe we should take into consideration that without their starting point, would so much information be available now? What I find surprising is that he wasn't just writing about railways at this time. As we can see from Andy Kirkham's list in the OP, there are at least another eleven publications, on other transport subjects (from trams and buses, to motor cycles and veteran cars) which were also produced between 1950 and 1964. However, I'm still at a loss as to why an extremely focussed, one-armed gentleman (a train-spotter from 1914, who had written so much about both prototype and model railways for thirty years, beginning with the Model Railway Constructor magazine in 1934) would appear not to have written another book after 'Let's Look at Trains' published in 1964. Unless? . . . . after all the research for his penultimate book (how our railway network had been used and abused throughout the two World Wars), and then considering the miss-management by succession of British governments, which had happened throughout his literary career, he read the 'Re-shaping report' of 1963 . . . . . and then he just went to his model railway workshop and gently shut the door on all those chapters of his life? Or, was it, as St Enodoc suggests, that he just put his pen down and retired? I'm still left wondering and I'd also be interested to know if his son, Kenneth Carter (1931-2004), had any input into that biography of Ernest Frank Carter published in the TCS Journal? All the very best, John

This was nearly the last post from me about Ernest Frank Carter's books ! Did anyone get the link in Friday's post to the current award winning 'Happy Valley' TV series, which had an extremely dramatic ending last night? In the penultimate episode, 'Tommy' was holed up (for one night) in a terraced house situated in Queensbury. Thanks to Ernest's Encyclopaedia, we knew it was around 400 feet above the disused tunnel. And Queensbury station (1879-1955) was also one of the few triangular stations with platforms on all three sides. Not unique, but a feature that only an elite few possessed (and which may have been discussed on RMweb before?) There were 12 books listed (by Andy in the OP) in which Ernest wrote about Prototype railways. In this post we have reached (AFAIK) the final two hard-backed books about prototype railways and both were published in 1964. The first was 'Railways in War Time', published by Frederick Muller; 222 pages covering railway and military activities between 1846 and 1945. This might well be the first book to tackle the complete history of this subject, with details of a century of conflicts using railways across three continents. The Bibliography has references dating from 1833 to 1954 and includes all the Big Four's in house magazines. It also references Wartime publications: e.g. 'It Can Now be Revealed', 1945 (one of the 64 page illustrated paperbacks published by The British Railways Press Office on behalf of the Big Four and London Transport), plus 'The LMS at War', by George Nash, published by the LMSR in 1946. This is a superbly produced hardback with a striking illustration of three women cleaning a Saltley-based Black Five on the maroon-coloured dust-jacket and a book which includes 8 colour plates by the artist Norman Wilkinson, PRI (1878-1971) plus numerous photographs. However, it was surprising not to find a reference to, 'Timetable for Victory', British Railways War History 1939-45, by Evan John (E.J. Simpson), published by The British Railways, London, in 1947. A 268 page (8.75 x 5.75") hardback produced in complete conformity with the authorised economy standards, with 70 illustrations, including photographs, maps and diagrams and a fold-out map of Great Britain & Northern Ireland at the back. If you're interested in WW2 events, all these books, including E.F. Carter's are worth browsing and maybe even adding to your collection. The second book published in 1964 (and possibly Ernest Carter's last) was 'Let's Look at Trains' with an unusual treatment of graphite illustrations by Kenneth Carter. One of the 'Let's look at' series published by Frederick Muller Limited, which had books on subjects including Trees and Prehistoric Animals - as opposed to 'Iron Dinosaurs! For those interested in Muller's 'Let's Look at' series of books, by 1964 there were 16 titles listed in the series. They follow another range of books marketed under a similar title, the 'Look Books' series, published by Hamish Hamilton and 'Look at Railways', by L.T.C. Rolt, (with ink illustrations by Thomas Godfrey) had appeared in 1959. However, even if Rolt's writing about the early railways might be just that bit more accurate, Ernest's trains are much more exciting and bring the story of railways right into the modern electric era. Along with, his son, Kenneth's bigger and better illustrations, Let's Look at Trains' is the book you really wanted. And Ernest's life-long enthusiasm for railways shines through from the very first line of his attractive final 64 page children's book. "It's great fun going for a train ride," he says. Well, it was back then, especially as the Beatles would soon release 'Ticket to Ride' to sing along too, as the steam from those iron dinosaurs drifted past the windows!

My previous post ended with the 'doom and gloom' of 60 years ago and the start of the drastic reduction of Britain's railway network, with a closure programme dictated by political dogma plus skewed economics and administered by perhaps the first 'corporate raider'* of British industry. [* Corporate raider is a term used to describe a top executive (usually hired on an excessive salary compared to the previous incumbent), who after 'shaking things up' moves on leaving 'the task they were hired to solve' unfinished. Apparently, being able to look dispassionately at anything should produce a better result, but it's very difficult to achieve the right balance in any industry regarded as a public service and especially so without accurate forecasts, or projections. Often, the best 'raiders' have little working experience and even less empathy with the industry that they have been parachuted into to 'solve the immediate problem' - or maybe just balance the books.] However, besides reductions and redundancies on the railways, the upside of 1963 would be the explosion of new revolutionary 'popular music' and also yet another excellent prototype reference book from Ernest Carter; 'The Railway Encyclopaedia', published by Harold Starke Limited. An easy-to-use (5.75" x 8.75") comprehensive A to Z guide to Britain's (1962) railway network, in which nearly 5,000 entries run alphabetically and chronologically on 365 pages, with both technical and railwaymen's terms, historical and biographical notes. Although obviously dated now (2023), it is a unique factual reference work and still useful 60 years later to help to discover details of many railway features shown on contemporary maps and atlases. For example: "Queensbury Tunnel: On the former Great Northern Railway, built 1878. 2,500 yards long, 8 ventilating shafts, the deepest being 413 feet. Located between Holmfield and Queensbury." Precise information when following the route on a "one-inch" (or later 1:50,000 scale) Ordnance Survey map, or on pages 383 and 395 of 'The Railways of Great Britain, An Historical Atlas', by Colonel Michael Cobb, 2 Volumes first published by Ian Allan, 2003). AFAIK, only four 'encyclopaedias' exist and the one that compares best with E.F.C's has its title spelt incorrectly: 'The Railway Enthusiast's Encyclopedia' by O.S. Nock (1904-1994) was published by Hutchinson in 1968. Perhaps, one of Oswald Nock's better books: 342 pages and with the information presented under 14 headings, rather than in an A-Z format. Another useful starting point for today's railway enthusiast, but with a weak chronology, a few errors and a now very dated bibliography. Although there are a few railway subjects that have encyclopedias (Railway Companies, Locomotives, etc.), the other two general encyclopedias (that I know of) take on the greater scope of encompassing world-wide railway developments: The Pictorial Encyclopedia of Railways, by Hamilton Ellis, (592 pages inc. index) Paul Hamlyn Publishing, 1968, and The Encyclopedia of Railways, O.S.Nock, (480 pages, coffee-table sized) published by Octopus Books in 1977. Another comparable encyclopaedic reference work (although overlooked now, because of the ease in using the web) is the 'Oxford Companion to British Railway History', edited by Jack Simmons & Gordon Biddle. Published by Oxford University Press in 1997. 590 pages including maps and dealing with information from 1603 to the 1990s, but without an index! Here's a picture of Ernest Carter's encyclopaedic book, the one that started them all.

After the world-wide surveys, it appears that as the Sixties' got underway, E.F.C. turned his Prototype focus back to 'British Steam Locomotives'; compiling one of Foyles Handbooks - a series of which there were over 200 titles. Published in 1962, this is a handy pocket-sized (7.25" x 5") overview, with a useful glossary and appendices; 92 pages and well worth the original price of four shillings (20p). The last paragraph on page 79 is a poignant reminder of how naive almost all British railway enthusiasts, authors and especially short-trousered, train-spotters were in 1962: "Fortunately, the steam locomotive still enjoys unchallenged pride of place in the hearts of tens of thousands of present-day railway engine devotees - and why? Maybe it is because each engine has an individual personality and is self-sufficient - a power station on wheels. Maybe it is because it has 'life', and has to be 'nursed' by driver and fireman to give of its best. Or maybe it is only our imagination. Who knows? But, whatever the reason for their overwhelming popularity, it is a cheering thought that the 12,676 steam locomotives still running will be with us for many years to come - although in steadily decreasing numbers." Of course, when Ernest wrote that final paragraph to the book, he wouldn't know that December 1962 would see the largest number of steam locomotives ever condemned in a single month. Britain also began experiencing the worst winter in living memory* and this was before any of 'Doctor Beeching's medicinal cures were even published. From the late Spring of 1963 the network was slashed by closures of many lines, after the publication of the infamous 're-shaping' report. * Many people could also remember the winter of 1947 and generally agreed 1963 was worse (because the extreme weather lasted for a longer period - continuously from the last week of December until the end of March).

Anyone still following this topic will no doubt be happy to know that, I've only found six more books written by Ernest F. Carter ! In 1960, it appears that E. F. C. turned his attention again to worldwide railways, with 'The Boys Book of World Railways' (144 pages) first published in 1960 by Burke Publishing Limited. A similar size (10" x 8") to the previously noted, 'Boy's Book of Model Railways' (1958), the 'World's Railways' book was reprinted in 1961 and the dust-jacket photograph (of this second edition) is by Broncard; titled, "Luminous signals at the Gare de Lyon, Paris". Although perhaps frowned upon, I'll speculate that this book possibly demonstrates the beginning of a tiny shift in attitudes and marketing by the publishing industry, as the 'Swinging Sixties' was about to open up new opportunities for all those youngsters who had "never had it so good" (to use a phrase uttered by a well-known and well-heeled politician of the period). To illustrate this possible change, here's the second sentence (of seven) from the dust-jacket fly of the 1961 edition of The Boys' Book of World Railways, "Train-spotting has never been more popular and the modern boy is eager to add to his knowledge of trains, both British and foreign." And then the last sentence, "Ernest F. Carter, author of the best-selling books on model railways - The Boy's Book of Model Railways and The Model Railway Encyclopaedia - has now written a work, which no boy, OR GIRL, interested in trains will want to be without". There are 32 titles are advertised on the rear of the dust-jacket, and it surprised me that in this list you can still see the expectations for the majority of young people in Britain, fifteen years after WW2. There's 22 Books for Boys' and only 8 for Girls', plus just one for Boys' and Girls' (Book of Films and Television by Mary Field and Maud Miller). Then there's 'The Young Collector's Book' - maybe the first ever to include everyone in society?! I also found it amusing that in the list, there was 'The Winter Book for Boys' and then 'The Winter Book for Girls' ! Surely snow and ice didn't discriminate between boys and girls, dressed in skirts and short trousers! Anyway, Four books in the Boys' series are credited to Ernest and two to Patrick Moore (The Boys' Book of Astronomy and The Boys' Book of Space!). Everything to stretch the mind is there somewhere for Boys', from Scotland Yard to Motors, Medical Science to Magic, etc., whilst Girls' can thrill to Ballet, Ballroom Dancing, Skating and of course Cooking! Fast forward to 2023 and to stretch a lot more than the mind, xx% of Britain are clinically obese and one of the most popular TV programmes is 'Bake Off'? Back to Ernest; Later in 1960 the Boys' Book was followed by 'Unusual Locomotives'; another World-wide survey of 222 pages, measuring 9" x 6" and published by Muller with an eye-catching dust-wrapper covered in engines. For 10 shillings and six-pence (52.5p), an interesting selection of locomotives is presented and illustrated with lots of black & white photographs and a few line drawings; from Trevithick's Penydarren engine to the Pennsylvania Railroad's stream-lined T/1, 4-4-4-4 express locomotive.

Thanks very much indeed, Andy, for posting the link regarding Cuthbert Hamilton Ellis. What a super read the three blog-posts are. And just what you would expect from Robert Humm, all the books pictured have perfect dust-wrappers! I had always wondered what the dust-jackets on the two novels, 'Grey Men' and 'Dandy Hart' looked like, because the book illustrations for The Grey Men (published by Oxford University Press) are by Gilbert Dunlop and Dandy Hart is purely text. The three novels that Terence Cuneo illustrated are super little books and used to be sought after by those that follow Cuneo's illustrious painting career. Strange to relate but I also read my school's reference library copy of 'The Trains We Loved' and was hooked from the first twelve words, "Surely it was always summer when we made our first railway journeys!" (something I've written before on RMWeb, perhaps in the 'Which is your favourite railway book? topic). And how about that last line of the book, ". . . and they were the days when the steam locomotive, unchallenged, bestrode the world like a friendly giant." Published in 1947, first read by me in 1962 and you'll have to work hard to beat those first and last lines. It seems that the 'blogs' were written and posted in September 2017 and it says "to be concluded". I wonder why it hasn't been completed, as there's still more of Hamilton Ellis's published work not included in the previous three episodes. For example 'King Steam' (Limited Edition), 'The Splendour of Steam' and 'The Lore of Steam' are three larger format books that I know of. Anyway, good to see that there is a well written and comprehensive book-by-book biography of Cuthbert Hamilton Ellis and thanks again for posting the link. All the very best, John

Possibly driven by 'the post WW2 baby boom', I wonder if the 1950s might have been a golden-era for books aimed at young people wanting to learn about their world (viz: Ladybird books, Observers pocket-books, The Globe series, The True books, etc.) and Ernest Frank Carter was just one of the authors helping to inform and educate. Nowadays, of course, we have Wiki and Twitter-truths and old-geezers typing stuff on RMWeb. But, just for anyone interested in what more of the 'Globe' series of books by Muller were about: the other eleven titles published by 1959 were: Bridges and Tunnels, by H.A. Hartley; Racing Cars, by Dennis May; Airships, by Captain J.A. Sinclair; Air-Routes, by Harold Champion; Airports, by John Stroud; River Craft , by F.E. Dean; Harbours, by Lieut.-Commander, Peter Kemp; Ships, by Lt.-C., Peter Kemp; Sailing Ships, by Commander, D.P. Capper; Battleships, also by Commander Capper and Waterways, by Keith Bean. And, following on from the 'Globe' series books by Muller Publishing, Ernest Carter also wrote Number 72 in the 'True Book' series for Muller - 'The True Book About Railways' published in 1959. This is another little book packed full of facts and figures, with illustrations by Kenneth Carter. There are 17 ink drawings and a map among the 142 pages of information on the history of railways all around the world. Surprisingly, my ex-school library copy (costing just 10p at a jumble sale) is in remarkably good condition and still fun to read. BTW, John Thomas, the Scots author of many books on Scottish railway subjects also wrote three of the 'True Book' series. Back to Ernest F. Carter's 1950s output: Later in 1959, another very useful book for serious railway enthusiasts and historians was published by Cassell & Company Limited, entitled, 'An Historical Geography of the Railways of the British Isles'. IMO, this is Carter's 'magnum opus' and must have been the result of years of painstaking research. A hefty 638 page book containing a year by year account of the development of the railway network across Great Britain and Ireland, from 1801 to 1947, with comprehensive Appendices of lapsed Acts and a detailed Index. This is an exceptional and often over-looked ** reference work, which after over six decades is not often seen with a dust-wrapper, hence the photo of just the spine of my copy! I find that it's a good starting point for further detailed research into what's left of our islands' railway networks, although unfortunately it lacks a lot of references, which are generally found in this style of academic research (cf: Jack Simmons, Railways of Britain, An Historical Introduction, 1961, Routledge and Kegan Paul, London). However, unless you can navigate Britain via a phone-app., Ernest's weighty tome is best consulted with an Atlas of the British Isles to hand. Why? because it is a book about 'geography' which lacks any maps (!) and a general fold-out map of the British Isles would be especially useful when discovering where a line was projected and later built. Whishaw's Railways of Britain in 1842 and Bradshaw's Timetables had fold-out maps, so why not this book? Anyway, if I'm going to open Carter's book, I always have my battered British Railways Pre-Grouping Atlas and Gazetteer (Ian Allan, 1959 / 5th edition 1976) to hand, plus the Railway Clearing House map of Ireland's railways in 1927 (an excellent paper reprint by the Irish Railway Society). ** Overlooked perhaps, because it appeared in book-shops at the same time as Part 2 of Hamilton Ellis's superb British Railway History, Volume 2 1877-1947, published by George Allen & Unwin Ltd., 1959. (Volume 1 1830-1876 had been published in 1954 and reprinted in 1956). Could it be worth a topic on Cuthbert Hamilton Ellis (1909-1987)?