Notes under the above heading appeared on page 84 of RECORD 4 (Volume 1), and the question was posed as to which of Richard Evans' locomotives at Haydock was used in 1883 for the experiments of the invention. Various letters in "The Engineer" from March 1885 onwards add a little: the patentee was a Mr Croft of 9 Charles Street, Eccles, and the locomotive used was WINSFORD. According to Society records nothing is known of this loco beyond the existence of an engine of that name. A similar system - whereby a lineside projection linked to signals actuated an indicator dial on the weatherboard of a loco to a clear or danger position and in the case of the latter, sounded the. whistle also - was propounded by The Locomotive Signalling Co in 1910 and actually tested on industrial premises. Can any reader provide information about the company and its product?

    Whilst looking through back issues of the RECORD I came across the correspondence concerning the Seaham Harbour Lewin in RECORD 28 (page 172) and RECORD 32 (page 315). A point which has surprised me is that nobody has commented that an official photo of Lewin '683' (herewith reproduced by courtesy of our member M. Hardy) depicts a locomotive identical in virtually every respect to the Seaham Lewin. The frame shape is identical, and other points of similarity include the wheels, wheel spacing, cylinder inclination, motion, boiler and dome: There are minor differences_ such as the chimney, but as related in RECORD 32, this was obtained from an old Black Hawthorn locomotive at Seaham. Could it be that the boiler is the original, as a new one would probably have had a different dome cover and/or position? The number '683' seems doubtful as a works number, although one of the locomotives illustrated in an article by Hamilton Ellis on Lewin locomotives ("Railway Magazine," April 1934) has the number 713 painted on its side.

    Further to my article on page 130 of RECORD 39, I enclose a photograph (kindly provided by British Nuclear Fuels Ltd) which shows No.2 (Ruston & Hornsby 411321 of 1958) at Chapelcross Power Station, together with one of the "coffin bogies" used to carry the spent nuclear fuel from the reactor plant.

    Fifty of the Baldwin 60cm gauge 4‑6‑0 side tanks of Class 10‑12‑D (RECORD 46, page 369) were sent to India, for use, if required, on strategic railways in the North West Frontier area. They came under the jurisdiction of the North Western Railway and were numbered from 1 to 50 in a special list. Soon after the end of the war many of these were sold and only 17 were still in NWR hands in 1927 - probably working on a 42 mile 2ft gauge line running from Dera Ismail Khan (on the Indus) north-west to Tank. This line was closed in 1928 and the locomotives sold.

    Most, if not all, the 27 locomotives listed by Mr Goldsmith would have come from this general source. Five more can be added, as follows:- 44645 (Tata Ltd); 44699 (Daurala Light Railway); 45161 (Champarun Sugar Factory, Bihar); 45231 (Motipur Sugar Factory, Bihar); 45380 (S.K.G. Sugar Factory, Lauriya, Bihar). This brings the total to 32 and several of these have recently been noted; for example 44656 and 44699 now at Upper India Sugar, Khatauli and 44696, 44708 and 45190 at Daurala Sugar Factory.

    The Makerwal Colliery is now in West Pakistan, the railhead being at Trag on the 2ft 6in gauge line running west from Mari Indus, and it may well have had two Pechôt 0‑4‑4‑0 side tanks as well as four of the 4‑6‑0 side tank locomotives. I am a little sceptical however about a Pechôt engine on the Jagadhri Light Railway, which was a short 3 mile line situated about half-way between Ambala and Saharanpur. Official statistics for this line show a maximum of four locomotives for the period 1930‑35; two of these would be Hunslet 1055 and 1068 (both 0‑4‑0 side tank locos supplied for the opening in 1911) and the other two presumably the Baldwin 4‑6‑0 side tanks listed by Mr Goldsmith. I wonder whether there was possibly confusion between the Baldwin numbers 44528 (a 4‑6‑0 side tank) and 44258 (a Pechôt-Bourdon)?

    As regards the three 0‑6‑0 side tanks mentioned - Baldwin 50678 became Eastern Bengal Railway No.9 and was withdrawn in 1928/9; 50788 became the first No.4 of the Dehri Rohtas Light Railway but was withdrawn in 1939/40; 50789 became Bengal Provincial Railway No.7 and probably lasted until this line closed in 1956.

    On consulting my notes, compiled from official sources in the days when I was at Swindon, I find that I am able to add one or two details to the article on TROJAN which appeared in RECORD 48 (page 52). By 20th May 1922 the recorded mileage of TROJAN on the Alexandra (Newport & South Wales) Docks & Railway Company was 76,762 miles and by then she was carrying a boiler numbered 13 by the ADR. This particular boiler had been retubed in April 1921 at Newport. By December 1922 she was recorded as carrying a boiler numbered 112 by the GWR: from the dimensions of this it would seem that either reboilering had taken place or the original boiler (ADR 13) had been rebuilt. TROJAN saw use as an "industrial" in 1929 when she worked at the factory of J. Lyons & Co Ltd at Greenford, Middlesex. When she was purchased by the Victoria Colliery Company (for £90), her recorded total mileage was 134,848.

     (The front elevation of TROJAN, which was reproduced on page 55, was actually printed the wrong way round by mistake. The smokebox door hinges, viewed from the front, should have been on the right-hand side, as on the photograph on page 53. - TJL)

    With reference to the upper illustration on page 62 of RECORD 48, I am not able to state with certainty that this locomotive was built by Robey but it does possess several Robey characteristics, including the solid wheels. The maker's nameplate ring on the smokebox door is also indicative of the loco being built by a traction engine builder, several of whom adopted this practice.

    The locomotive illustrated at the top of page 62 is probably by Robey, who built or designed a number of geared locos. However, the narrow gauge geared Robeys I previously knew of had a lengthy overhang at the front and this does not quite fit in with the Stewart Island loco. Indeed, it is difficult to see where the cylinders are placed, unless they are under the footplate. A stretched wheelbase with inside cylinders was a feature of some very early Bagnalls but these had the cylinders between the axles and drove on to the rear axle. This does not seem possible in this instance unless what appears to be a well tank is an assembly of cylinders and gearing.

    Bagnall 416, mentioned on page 63 of RECORD 48, was a 3ft 6in gauge 0‑4‑0 inverted saddle tank with 5in by 7½in cylinders and a 3ft 0in wheelbase. Named MENTONI, she was ordered in December 1881 by Laughland McKay & Co for use at the Komata Reefs Gold Mining Company's Silvertown Mine, Waiki Subrator. She was fitted with a copper firebox and brass tubes, cost £301‑15‑4d and was despatched in April 1882. In 1905 she went to Cashmore Brothers at Kati-Kati and was used there as a stationary boiler working at 110 lb per sq in. I doubt if the pressure was much more than this originally! She is certainly not the engine illustrated at the bottom of page 62 as a photograph exists confirming that MENTONI had an inverted saddle tank, inside cylinders and a short wheelbase. I don't think the Puponga Coal Company locomotive is a Bagnall, as apart from the inverted saddle or wing tanks it doesn't appear to have any other Bagnall features.

    On page 63 of RECORD 48 there is a letter from Mr Benson on this subject, with some additional notes by Mr Plant, and both of these are of great interest to me as they supplement the rather meagre information I have on the locomotives used by Topham, Jones & Railton Ltd in that area, mostly obtained from the records of the firm. The earliest of the contracts concerned appears to have been for the construction of the Singapore Graving Dock, which was completed in 1918. I have a list (not necessarily the full one) of the locos employed, and by 1909 there were at least four metre gauge locos at work, all transferred from the same firm's important contract at Gibraltar. These were:-

    In addition, at least two 4ft 8½in gauge locos were here by 1912, both having been used on John Aird's Hodbarrow Sea Wall contract at Millom. These were Aird's 158 and 390, both built by Manning Wardle - 1496 and 1500 of 1900. It is unlikely that they came direct from Millom as Aird's contract there was completed in 1905. I do not know the later history of any of the above locos, except that GIBRALTAR subsequently worked on the construction of the Mount Ophir Reservoir at Malacca in Malaya. The contract at Johore, mentioned by Mr Plant, was for the construction of the Johore Causeway and lasted from 1919 to 1923. I can confirm all the five locos referred to by Mr Plant as being on this job with the exception of WYMONDLEY, although I have no reason to doubt that this was here also. There was also KELANTAN, which does not seem to have left the site and was scrapped in 1927. GOWY came direct from the firm's Swansea Depot in 1921 and returned there in 1925. The ones with local names came from John Aird's contract at Singapore. All these were 4ft 8½in gauge engines, but there was also a 2ft or 2ft 6in gauge engine, COLWELL (Orenstein & Koppel 1193 of 1903), which came in about 1919‑20 from the firm's contract at Lyness. Topham, Jones & Railton also built an extension to the Admiralty Wharf at Singapore and the Perak Hydro-Electric Power Scheme (as late as 1928), but I do not know what locomotives were used, if any.

    On page 284 of RECORD 20 Black Hawthorns 962 and 963 are stated as having gone to Sweden, but no operators of these locos were quoted. According to a Black Hawthorn works list I have these two locomotives were ordered on 28th January 1889 by T. Dennis Rock & Co, Leadenhall Street, London. Described as "4 wheels coupled" tank locos with a "trailing bogie", 6in x 10in cylinders and built "to suit 30" gauge", they were to be packed for shipment and delivered FOB London or Liverpool in from 10 to 12 weeks. Similar details apply to Black Hawthorn 1017, ordered on 5th July 1890, except that a pump and an injector were to be fitted instead of two injectors. In each case the locomotive was to display, in addition to the running number, a crest consisting of a crescent and star in an almond shaped border. I have corresponded with member John Benson on this matter and, judging by this crest and the shipping mark - "M.R. New Harbour" - it seems that all three locos actually operated on the Muar Railway, Johore, Malaya, and did not go to Sweden.

    Topham, Jones & Railton had at least two big contracts in the Federated Malay States immediately after the First World War. The first was at Prai (not Psai as quoted on page 63 of RECORD 48) near Penang, building wharves and a jetty. I don't know the dates of this contract, but work was in hand in 1919. The larger job was the construction of a road and rail causeway between Johore Bahru and Woodlands, joining Singapore Island to the mainland. This contract was placed in June 1919 at a cost of £1½ million and was to last 5¼ years. The Tanjong Pagar Dock Co, also mentioned in connection with Malayan industrial locomotives, was taken over by the Government in 1904 and subsequently administered by the Singapore Harbour Board.

    I was interested to see references on pages 60 and 63 of RECORD 48 to industrial locomotives in Singapore. During 1943 and 1944 I was frequently in Airdrie, and was told that Dick & Stevenson built several old locomotives for the Tanjong Pagar Dock Company, Singapore. No date was mentioned, but it must have been before 1890. During the winter of 1933‑4 I visited the works of Merryweather & Sons at Greenwich - and what an interesting collection of records and photographs they had at that time. In an album of photographs, primarily devoted to steam tram engines they had built, there was also a pleasant range of illustrations of industrial locomotives. Two wood-cuts that I remember in particular illustrated locomotives by Dick & Stevenson. These I recorded as outside cylinder 0‑4‑0 saddle tanks numbered 1 and 2 by Dick & Stevenson, Engineers, Airdrie, 1877: number 2 had a cab but the other did not. The illustrations had all the appearance of being taken from a contemporary journal, or possibly a maker's catalogue. I have a strong recollection that these engines were described as built for a Dock Company, or for dock work. Dick & Stevenson had, of course, built an 0‑4‑0 saddle tank for the Southampton Dock Company, but that was in 1870.

    Alas! On my next visit to Merryweather's, during the Second War (1939‑45), I arrived to find the office staff, with chairs and tables, working outside on the pavement. The Works had recently received a direct hit from a flying bomb and the old photograph album had been destroyed in the explosion.

    With reference to this article on page 85 of RECORD 49, there was never a 2‑4‑2 side tank numbered 60 in the LNWR list. Ward's 29789 was Dublin & South Eastern No.60 EARL OF COURTOWN (Crewe 2683 of 1883: LNWR 2502), one of six 2‑4‑2 side tanks sold by the LNWR to the Dublin, Wicklow & Wexford Railway in 1902: these were converted to the 5ft 3in gauge and renumbered 59 to 64. No.64 was rebuilt with a lighter-pitched boiler and became Great Southern Railways class F3 No.427 in 1925. The other five were returned to England, three in 1916 and two in 1917, and were reconverted to 4ft 8½in gauge. 63 went to the War Department at Shoeburyness and was scrapped in 1920. Of the remaining four which went to the War Department at Richborough, two (59 and 61) were resold via J.F. Wake to the Cramlington Coal Co Ltd: on page M22 of the Society's Pocket Book M they are incorrectly described as ex DW&WR, instead of ex Dublin & South Eastern, the name of the Railway having been changed in 1907. The two purchased by Thos. W. Ward Ltd were D&SER 60 and 62.

    The catalogue of the Richborough sale on 28th October 1919 supplements to a certain extent the information on page 85 of RECORD 49 which Mr Plant has extracted from Ward's records. Having recently moved, I have so far been unable to lay my hands on my abstract of the catalogue, but I can give the following additional details of the five lots purchased by Ward's:

Lot 1194 This was not of course LNWR 60 but Dublin & South Eastern Railway 60, a Crewe-built locomotive purchased some years previously from the LNWR. It was latterly Inland Waterways & Docks No.42.

Lot 1195 As suggested by Mr Plant, this was also a former LNWR locomotive, DSER 62, and latterly IW&D No.43. There is some mystery regarding its disposal, however, as although Ward's evidently bought it at the October 1919 sale, it was still advertised for sale in "Surplus" in May 1920! Is this a case of the left hand not knowing what the right hand was doing?

Lot 1196 This was LSWR 740, as stated, and latterly IW&D No.44.

Lot 1200 132 was the Manning Wardle number. It was latterly IW&D No.6.

Lot 1201 This is confirmed as Manning Wardle 394, latterly IW&D No.3.

    The details given by Mr Plant of various hirings by Ward's make interesting reading, as I have talked to drivers who remembered some of these locomotives. Thus FRANCIS was recalled at both Grin Quarries and Snibston Colliery, whilst ALBERT was remembered at the Bardon Hill Quarries of Ellis & Everard. The limitations of human memory are apparent in the latter case, however, as ALBERT was stated to have come from Ward's in about 1921. Some of Ward's advertisements quoted their No.29660 as being named ALBERT, and knowing that Ward's had bought ALBERT from the Lewes Cement Works, I fear that in consequence I recorded 29660 as Manning Wardle 902. This shows how easy it is to jump to wrong conclusions, but from what Mr Plant has disclosed I can at least console myself with the thought that it was partly Manning Wardle 902!

    I think it is almost certain that the Gravesend firm to which FRANCIS was finally sold was Bowater's Paper Mills Ltd, lying practically on the Northfleet-Gravesend boundary, although actually within the former. I know nothing about the firm of Charles Walmsley & Co Ltd, of Bury, but could it be that they traded as paper mill furnishers? This is suggested to me by the fact that they were apparently the hirers of FRANCIS when it went to Gravesend, whilst the first permanent locomotive at Bowater's Northfleet Mills (Barclay 1876 of 1925) was built to the order of Walmsley. I have never heard any mention of FRANCIS at Northfleet. It seems an unsuitable loco for this location and I imagine it had a very short life there.

    This photograph from my collection has remained unidentified for some time. Is anyone able to comment on the identity of the locomotive or its location? The lettering on the saddle tank (LUCAS & AIRD) is followed by a rather indistinct number, possibly 32, and the loco is obviously a very early product of Manning Wardle, as witness the oblong makers plate (not fitted after about 1871) and the fluted safety valve cover. I am informed that the only pre‑1871 un‑named six coupled Manning Wardle recorded as owned by Lucas & Aird in the makers' Engine Book was works number 71. However, Lucas & Aird may have obtained other early Manning Wardles second hand and such changes in ownership were not always recorded in the Engine Book.

    Can any of our German experts add to the meagre information I have been able to glean concerning The British Glanztoff Manufacturing Company? They established a works at Flint in North Wales about the year 1912 and research has shown that they were a subsidiary company of Vereinigte Glanztoff Fabriken of Germany. It is known that the works at Flint had a railway serving it but it is not‑known if they owned or hired a locomotive to work this. Does any reader have information regarding the company and its railways and locos; not only in England but in Germany also? I am particularly anxious to trace any photograph(s) of a locomotive brought to England to work at the Flint factory. The request is in connection with a proposed book covering the history of Courtaulds Ltd who now own the works at Flint.

    I was very interested to receive a copy of this catalogue, reprinted by the Society in August 1972. There are, however, a few errors in the introduction which readers may be interested to know about. COOLUM (Fowler 16036), illustrated on pages 1 and 6 was owned by the Moreton Central Mill, which is not part of the Colonial Sugar Refining Co Ltd. Also, Fowler 16339, illustrated on page 9, was owned by the Tully Sugar Mills. Fowler's caption on page 23 is correct insofar as it states that Fowler 16255 was supplied to the Queensland Government [Railways]; however, ownership of the tramway on which this loco worked had been relinquished by the Johnstone Shire Council to the QGR in 1914, ten years before the loco arrived, so the introduction is incorrect on this point. Finally, Hudswell Clarke 1705 of 1938, also mentioned in the introduction was actually supplied to the South Johnstone Central Mill in Queensland.

    I am anxious to obtain dimensional data and if possible a photograph or engraving of a Decauville Type 7 locomotive. This is in connection with a booklet on the Nesttun-Os Railway which is being produced for the Norwegian Railway Club. This railway had five steam locomotives, four being well documented although line drawings are lacking. The fifth locomotive, a Decauville Type 7 - works number not known, was used during construction of the railway in 1891. In 1907 it was rebuilt from 750mm gauge to metre gauge and sold to the Thamshavn Railway.

    Recently, during research on something quite unconnected with the Ministry of Munitions, I came across some official lists of 27 locomotives which were being advertised for sale by the Disposals Board of the MoM in 1920‑22. The details may not be altogether accurate but, as some of the particulars might be of interest to readers trying to trace the careers of the locomotives concerned, a summary is appended. All are standard gauge unless otherwise stated in the footnotes.

DSER    Dublin & South Eastern Railway.

*  type of tank not stated.

BAGNALLS OF STAFFORD, by A.G Baker and T.D.A. Civil. 265 pp, 8¾in x 5½in, casebound, 182 illustrations. Published in 1974 by The Oakwood Press, Tandridge Lane, Lingfield, Surrey. Price £3.75. (Society funds will benefit if copies are ordered, post free, from Mr A.D. Semmens, 44 Hicks Avenue, GREENFORD, Middlesex.)

    Allan Baker and Allen Civil's interest in Bagnall locomotives will be well known to many Society members and their efforts to chronicle the products of the Castle Engine Works will be well received. Right at the start of the introduction the authors set down their difficulty - seemingly masses of information and, probably like many of us, little time to spare. The result is described as being the firm's history in pictures, but it is far more than this since each of the 160 locomotive illustrations - the others are a nice selection of rolling stock, works views, etc. - are complemented by intelligent descriptive text ranging from half a dozen lines up to a whole page. We are taken chronologically from the early days, when for the ten years until 1886 Bagnall scarcely turned out two engines alike, through the period when Baguley joined the firm and transformed the narrow gauge engines, and on to the inter-war period when any order was welcome. The final days at Stafford, when even diesel loco production ceased, complete the story. The rear section of the book is devoted to Appendices listing every Bagnall locomotive with sufficient dimensional detail to satisfy the most fastidious enthusiast, and also an interesting one showing the number of locomotives produced year by year. There do appear to be one or two errors that have escaped proofreading, notably on the title page where the operating period of Castle Engine Works is given as finishing in 1972, not 1962 as was the case; similarly there appears in the Foreword a date error in the tenure of office of Mr Smyth. JOAN, a small saddle tank on Plate 68, would probably be embarrassed at being referred to in the caption and in the text as JOHN. The book is generally well produced to the usual Oakwood Press standard, but the authors are rather let down by the indifferent reproduction of the photographs, the one great failing of the book. The original illustrations are magnificent, giving a pleasantly well balanced selection of works photographs and location shots, both action and static, of locomotives for the home market and abroad. More the pity, therefore, that on too many occasions much detail has been lost in their reproduction, often making references in the text rather meaningless. The careful compilation of the pictures should have engendered better results. At today's prices, however, the book can be thoroughly recommended and must become one of the basic books for the industrial railway student. Your reviewer's copy is destined to become well thumbed. (REW)