|THE INDUSTRIAL RAILWAY RECORD
© APRIL 1968
I was most interested in this article in RECORD 15. In my younger days I made many attempts to sell it, but one could then buy a new 10in or 12in saddle tank for around £1,200. For example, the cost of 12in Bagnall 2450 to Horseley Bridge & Engineering Co Ltd, of Dudley Port, Staffs, in February 1931 was £1,185 and the interest in internal combustion locos (apart from the decauville stuff) was relatively slight.
|CRAWLEY DOWN, SUSSEX.
DAMAGING A LOCOMOTIVE ENGINE
This article in RECORD 13 made fascinating reading, and perhaps I can extend the history of BUSY BEE a little further for your readers. She was used at the Pentyrch blast furnaces, Taffs Well, of Thos. W. Booker & Co Ltd, which were closed about 1900, and I imagine she then moved to the more modern Melingriffith works of the same firm. She was sold by Booker at an unknown date to the Atlantic Patent Fuel Company of Swansea which closed down many years ago. What then happened to BUSY BEE I do not know.
|UPPER NORWOOD, LONDON S.E.19.
(According to our records the Atlantic Patent Fuel Works closed down about 1922. The blast furnace at Pentyrch is said to have been erected in 1740 by Thomas W. George, and in 1842 it was served by 10,296 yards of tramroad. Booker acquired the works in May 1848 and they were in use also for the manufacture of tinplate. Although taken over by the Melingriffith Co Ltd in 1931 they did not resume operation. Whilst BUSY BEE may well have worked at Booker's Pentyrch Works, the red ink manuscript entry in Manning Wardle's "List of Locomotive Engines built at the Boyne Engine Works, Leeds" reads: "Purchased of J. Edwards, Cosham, Jan'y 11/71 & Re-sold to Thos. W. Booker & Co, Melin Griffith Works, near Cardiff, Ap 1/71". It appears also that John Dickson was the owner of BUSY BEE before J. Edwards. - Hon. Eds.)
THE AMERICAN INDUSTRIAL RAILWAY
Just a word to tell you I find THE INDUSTRIAL RAILWAY RECORD continually interesting. I think you once asked me about industrial railways here in the U.S. and, because we apply the word to another kind of railway now, my answer was not very satisfactory.
The narrow gauge tram sort of railway is so rare here now that I don't know what terms were used to describe it when it flourished. There are a few in use; mostly standard gauge, but sometimes narrow. I know of one I saw several years ago from a pulp mill to a paper plant near Keyser, West Virginia, and another that ran several miles from a mine to a mill using narrow gauge track and electric traction. When dams were built they used to have contractors' railways, and I can recall seeing the derelict engines standing around waiting until the contractor had another job for them to do somewhere else.
The dug-in long lasting industrial tram was more rare here, but was used at quarries, trap rock mines; of course, there were many at coal mines, and some of the metal mines of the west.
There is one still running (but its days are numbered) at Davenport, California, where a quarry is connected to a cement mill with electric traction, narrow gauge. I could probably bring up a score such lines to mind after some thought, but I don't think there were nearly so many here in the U.S. as in England, and I know of no one who has started to catalog them as you are doing.
|LINN H. WESTCOTT
Editor, MODEL RAILROADER
(We appreciate Mr Westcott's interest in our efforts, and are most grateful for his willing permission to use copyright material from MODEL RAILROADER magazine in RECORDS 11, 13 and 15. - Hon. Eds.)
STATESIDE SWITCHERS (3)
May I comment on this article in RECORD 15? The Mallet was not in common use in America in 1904 (penultimate paragraph on page 90). The records show that the FIRST Mallet type loco in the USA was Baltimore & Ohio 2400, an 0-6-6-0 built by Alco-Schenectady in April 1904, construction number 27478. Little River Railroad Co 126 (drawings on page 91) was built by Baldwin in June 1909, number 33463, and although it is a fact that it went to the Columbia River Belt Line (page 120) Baldwin resale records do not say so. (These records which I went thru at Baldwin-Eddystone are not always complete, information being added usually when a customer or owner of a Baldwin built loco wrote in to enquire about parts.) 126 is recorded as going from Little River to the Whitney Co ( possibly dealers or perhaps the actual owners of the Columbia River Belt Line, then to Larkin Green Logging Co, and finally to the Deep River Logging Co; an order for spares was received from the last named in August 1933. Little River 148 (page 92) was a 2-4-4-2 Mallet with 14in by 21in and 14in by 22in cylinders and 40in drivers, built by Baldwin in November 1909, number 34088; no subsequent owner known. Laurel & Tallahoma Western 64 (page 92) was another 2-4-4-2 Mallet with 15in by 23in and 15in by 22in cylinders and 40in drivers, built by Baldwin in June 1910, number 34876; Baldwin records show "In use as heating plant at Eddystone, Oct 11, 1923".
|NEW YORK, U.S.A.
|H. L. GOLDSMITH
I was interested in this letter in RECORD 13 and, having seen the photograph sent along by Mr Poole, despite the difference in date I think the locomotive is probably Hudswell Clarke 628 or 629. These two 3ft 6in gauge saddle tanks with 6in by 10in cylinders and 20½in wheels, W.S.W. No.1 and No.2, were priced at £475 each, and left the works on 30th October 1902 for the Wallaroo Smelting Works in South Australia.
|R. N. REDMAN
INDUSTRIAL LOCOMOTIVES IN TURKEY
Do you have anything in your files concerning industrial locomotives in Turkey? The only material on the subject I have managed to collect yet is a list of twelve diesels MaK (Maschinenbau Kiel Gmbh) has delivered to different firms there. But surely there must have been some steam before these?
|MALMÖ V, SWEDEN.
INDUSTRIAL LOCOMOTIVES OVERSEAS (6) ROUMANIA
Prompted and inspired by Mr Rowe's article in RECORD 16 I have tidied up my own Roumanian observations and present them herewith. I spent over two years, 1964-67, in Roumania, and these notes may, therefore, seem rather sparse. I would make the excuse, however, that I was working in a rather remote spot, and the opportunity for making trips did not often arise.
My first find was at Brezoi between Pitesti and Sibiu, where an 0−6−0 side tank, numbered 2-N3-404, was waiting with a one coach train to make connection with the CFR train. The four-wheel coach, painted yellow and dwarfing the loco, soon filled up with locals and the whole lot chugged off up a narrow valley containing railway, river and cart-track. Evidence suggested the existence of a coal mine at the upper end of the line. The sugar factory at Sascut Tirg and the paper mill at Busteni also have their own locos, both 0-4-0 side tanks of German appearance. The latter works also has a narrow gauge overhead-wire electrified system of about 600mm gauge, which connects the two halves of the factory separated by the main road. Not far from Busteni, at Cimpina, is the prize, Henschel 1616 of 1884, a pretty little 0-6-0 side tank, which shunts in an oil plant of some sort.
Turning to ex-main line types, both tank and tender locos are found, all my own observations being of MAV (Hungarian State Railways) types. At Chitila, close to Bucharest, is a sugar factory employing 2−6−2 side tanks 375-011 and 376-405. The second still carried its CFR identification, but the first had FZCh, presumably for Fabrics Zaharei Chitila. At Roman, a similar MAV 2−6−2 side tank shunts a works, but I never got close enough for a definite identification. I also found MAV 324 class locos in industrial service, this time at Doaga, near Tecuci. The two here, TUG 324-932 and another, shunt an extensive series of gravel pits, right down to the banks of the river Siret. They bring the loaded hopper wagons up to the exchange sidings, where Austrian type 270 2−8−0 tender locos take over. Recently built factories-have a standard type of 0−4−0 diesel, built in Rumania. I saw examples of these in a number of places, such as the cement works ar Ovidiu, near Constanza, and a paper mill at Calarasi.
Narrow gauge locations abound, mainly 76cm gauge, and the commonest loco type is the Resita 0−8−0 side tank. The earlier ones carry a "Sovrometal-Resita" plate, but the later ones have dropped "Sovrometal" which reflects, perhaps, the changing political fortunes of the country. My first meeting with these locos was at Falticeni, near Suceava, where a long forestry line comes in to a sawmill and wood products factory. The line is reputedly 40km long with ten identical locos. I saw 764-369, 764-419, 764-422 and 764-470. 369 was built by Resita in 1951 (works number 1797), 419 in 1952 and 470 in 1955. I understand that the line was laid down after World War 2 and hence the stock is all modern.
There are two locations at Bicaz. At the first was CFF 1003-374, a Krauss 0−6−0 side tank (4915 of 1903), and also a forestry line and there may well be more here as the system seemed extensive. (Incidentally, CFF = Cai Ferate Forestiere, and not as stated on the last line of page 157.) Further on is a big new cement works and quarries. The 76cm system runs parallel to the road for some two or three miles from the works to the quarry face. I saw Resita 0−8−0 side tanks 764-413, 764-415 and at least three others here. Trains consist of all steel bogie wagons and locos can manage about twenty at a time.
Moving south and east to Arges I found a works of some kind at Curtea de Argea. From this works, a 76cm line paralleled the road for some way but seemed rather derelict. The end of the line, however, was very definitely used by 764-002 (built by Resita in 1952), which operated a passenger service from the nearest village to a hydro-electric project up the valley. At the time of my visit, the project was nearing completion and it may be that the extended line was in use during earlier construction phases. The scenery here is truly wonderful! Another scenic spot is Sinaia, and from here a rough old road runs, via Fieni, to Tirgoviste. Before Fieni a forestry line joined the road and shortly after, at Moroeni, a depot containing steam and diesel locos came into sight. There were at least two 0-6-0 side tanks and some diesels of the "lawn-mower" variety. The line continues to Fieni where there is a cement works with more of the Resita 0-8-0 side tanks. At Baia, between Constanza and Tulcea, there is a Resita 0−8−0 side tank numbered 01. There is also an agricultural tramway here, and I arrived just in time to see a cloud of black smoke disappearing down the line.
My final note is for a coal mine at a spot called Schitu Golesti, near Pitesti. I was informed that they had three identical locos but I only saw 182-004, an 0−4−0 side tank with outside cylinders, built by Chrzanow in 1950 (works number 2219). There may also be standard gauge here, but the "gaffers", whilst being helpful, had trouble in deciding among themselves! After all, the difference between industrial and main line ownership behind the Iron Curtain is only of academic interest.
|NORTH BERWICK, EAST LOTHIAN.
LONGMOOR MILITARY RAILWAY
Further to the reference on page 167 of RECORD 16 to the old Taff Vale 0-6-2 side tank No.28, later GORDON, I think I can answer your queries. In 1966 the ownership of this locomotive was transferred from British Railways to the National Museum of Wales. The Industrial Section of the latter body agreed that, as they did not have the necessary storage facilities, the locomotive should be housed at the Caerphilly Works. This is the former Rhymney Railway locomotive and carriage repair works which was acquired from British Railways by South Wales Switchgear Ltd - one of the Aberdare group of Companies. After considerable modification the works is now used for the manufacture of large electrical transformers and high voltage switchgear but, nevertheless, it seems appropriate that one of the last locomotives of the former South Wales railway companies should come to rest there, particularly as the South Wales Switchgear Company was largely responsible for saving the locomotive from what may have been quite a different end.
The arrangements are that South Wales Switchgear Ltd provide a suitable site where the locomotive can be inspected by the public, by appointment, and over a period of time modify its external appearance to conform with the original design. GORDON is not able to be steamed and there is no intention of it being worked again. In order to assist this project, a South Wales Switchgear Railway Society has been formed amongst the staff of the Aberdare Group of Companies with Mr E.R.Mountford, author of the book "Caerphilly Works" and an authority on the locos of the former South Wales Companies, as a very helpful President from outside the Group. A considerable amount of work has already been carried out on the locomotive and site but obviously several years of volunteer labour will be required before completion. The Society has also acquired other static relics and will, I am sure, ultimately have quite a reasonable exhibition of South Wales railway relics.
GORDON left Stratford in mid-December 1966 and arrived by goods train at Reading some two or three days later with three hot boxes; there are no drop pit facilities at Reading shed so that after quite a sojourn it was towed to Southall shed at the end of January 1967, developing a further faulty box in transit. The axle boxes had to be sent to Swindon Works for re-metalling and more important work took priority, so that repairs at Southall were not completed until the end of June 1967. GORDON finally arrived at Caerphilly on 11th July 1967, after having travelled in various freight trains.
Hon Secretary, South Wales Switchgear
AN ELUSIVE WELSHMAN
This article (RECORD 16, page 146) drew attention to one of the curiosities of Bagnall's order book, for there is more to GLADYS than meets the eye.
The Wrexham & East Denbighshire Water Company ordered a standard 6in 'Margaret' class loco to 2ft 0in gauge on 16th February 1903. This was allocated works number 1724, and work commenced on 8th April, being finished on 9th October. The loco had 6in by 9in cylinders, 1ft 67/8in wheels and a 3ft 0in wheelbase; it was sent to Wrexham, named GLADYS, but was returned within a few days. It was resold as new to the Blackbrook Colliery Co Ltd and sent to them 'from stock' on 4th November 1903, still named GLADYS. 1724 had a hectic life - in 1905 it was again in Bagnall's hands, before being sold to a career of contract work. (Blackbrook Colliery I have always assumed to be at the place of that name in Lancashire, just to the east of St Helens, but have no evidence to support this belief.
To replace 1724 Bagnall supplied 1740, the 6½in cylinder loco illustrated on page 146. This loco was commenced on 26th August 1903, finished 10th October 1903, and went to Wrexham later in October. The Water Company requested spares from early 1904 until April 1910, but from 1912 to 1915 spares orders came from Dick, Kerr & Co Ltd, the December 1915 one stating 'Deliver to Hackney Wick, N.E.' The last orders, in September and December 1916, came from John Mowlem at his National Filling Factory contract at Hereford, still named GLADYS.
One can only suppose that a fault developed in the first loco and a replacement was sent post haste to the Water Company. I find no clue to 'Mr Roberts', and indeed until 1910 the spares orders show that the waterworks had an interest in the loco four years after the date of sale stated in the article.
Incidentally, in 1905 and 1906 the loco was referred to as No.2 GLADYS, which suggests a second loco on the contract.
|BRIERLEY HILL, STAFFS.
(We think that the use of the term 'No.2 GLADYS' could well indicate nothing more than that the Water Company were wishing to indicate that the loco in question was their second GLADYS; men who worked on the contract in their young days can now recall only one locomotive. A point not mentioned in the article was that the loco worked a lengthy line from the reservoir site to the Llwyn Einion sidings on the Wrexham-Rhos branch.
The mention of Hackney Wick, N.E., is interesting - the N.E. of course referring to the L&NE Rly station there. Dick Kerr had a contract at Hackney Marshes in 1916 as one of Avonside's Order Books lists expenses for a man on loan to "Dick, Kerr & Co Ltd, Hackney Marshes National Projectile Factory, per the M.o.M.'s instructions". We should like to know whether Dick Kerr were building the Factory, laying the track, or what. Are an other locomotives known to have been here during World War 1? - Hon. Eds.)
INDUSTRIAL LOCOMOTIVES OVERSEAS (5) BORNEO
Some further information from Bagnall records may be useful:
BAGNALL 1756, named IDIOT, was delivered in February 1905 to the Sarawak Government. Bagnall plates were not to be fitted, only the agents' plates.
BAGNALL 1687, an 0−4−0 saddle tank, 2ft 5½in gauge, new in 1902 via James Pollock & Sons to Howarth Erskine Ltd, Bangkok. In 1912 owned by the Borneo Co Ltd. Presumably in Siam?
BAGNALL 1834, another 0−4−0 saddle tank, outside cylinders and frames, 8in by 12in, 2ft 0½in wheels, 60cm gauge. New in 1907 to John Aird & Co, Alexandria, number 15. From 1912 to at least 1925 owned by the Borneo Co Ltd, and in 1925 was in company with 2005 below. Spares were sent via Singapore and Padang, Sumatra, but I suppose that this does not clinch the final destination.
BAGNALL 1835. As for 1834, except number 75 of John Aird & Co.
BAGNALL 2005. One small point - re the description of page 164. Drawings showed this loco as a side tank and tender, holding 130 and 400 gallons of water; quite a lot for a locomotive with 7in cylinders.
With regard to the Kerr Stuart "Wrens" the New Darvel Bay position is clarified by a Hunslet spares order of November 1931, listing numbers 1 to 4 as Kerr Stuart 914, 1018, 4208 and 4387 respectively. Thus the elusive 4021 and 4024 were probably at some other location.
I am able to answer the query posed in the footnote on page 49. Kerr Stuart "Wrens" 4020, 4021 and 4022 were all sent on 14th June 1919 to the Central Supply Depot No.85, Barnbow, Leeds (Garforth), and 4023 was sent new 24th June 1919 to Furness Shipbuilding Co, Haverton Hill, presumably for the contract for the Auxiliary Shipyard which was in progress at that time. I suppose the contradicting records for these "Wrens" is due to the fact that the Ministry of Munitions who ordered them had no real need for then when they actually materialised, and were no doubt overjoyed to unload them back on the makers where possible. 4021 seems to have been rescued from the Ministry depot and whisked back to Kerr Stuart for a smart resale.
|BRIERLEY HILL, STAFFS.
HORTON ESTATE LIGHT RAILWAY
Mr Down's article in RECORD 13 was most interesting but I find certain features of the locomotive history puzzling.
The contractors were Foster & Dicksee (not Forster & Dicksee) and in 1905 they acquired an 0−4−0 saddle tank (Peckett 947 of 1903) which was delivered direct by Peckett to Ewell and may therefore be the 'Puffing Billy' to which Mr Down refers. As it was later owned by the Rugby Portland Cement Company, I wonder whether there is any significance in the fact that Foster & Dicksee were domiciled in Rugby. In June 1909 this firm offered for sale a six-coupled engine with 11in cylinders lying at Ewell; this could be HOLLYMOOR except that the latter originally had 12in cylinders and Mr Down states that it was sold in 1907. However, the loco staff at Horton told me that HOLLYMOOR was used by A. Leslie & Co, contractors for the building of West Park Hospital about 1918-1919 and this ties up with the date given by Mr Down for the building of this hospital.
CROSSNESS was not new to Ewell but was delivered to the London County Council, Works Department, Abbey Wood SE&CR Station, for the Southern Outfall Sewer Works at Crossness. The loco driver at Horton informed me over thirty years ago that CROSSNESS arrived. there in 1913 although he was not sure if it had come direct from Crossness. James Dickson, contractor, constructed railway sidings at Horton for the London County Council in 1913 and this would agree with CROSSNESS arriving in 1913.
Foster & Dicksee still exist at Rugby, but unfortunately now have no records of their earlier days. A gentleman who was connected with the firm said he seemed to remember that "Foster & Dicksee owned some land at Ewell, presumably for use as a railway siding, and that this land was sold to the London County Council. I do not believe this sale was completed until just after the 1914-1918 war."
The history of SHERWOOD provides us with no worries but it is of interest to record that she never carried her name. The Forthbank Works of Robert Stephenson & Hawthorne Ltd had their name and builder's plates cast by the Reliance Nameplate Company of Twickenham and in 1947 a serious fire at these works disrupted production. As a consequence, quite a number of Forthbank locos were despatched without plates. Those for SHERWOOD eventually arrived but the nameplates were never fitted and only the left hand maker's plate was affixed to the cab side sheet. Although sold to Watkins the loco was hired by Cohen for use on dismantling the line. An unusual feature of this 12in loco was the fitting of steam sanding gear.
Enclosed are photos (below) of HOLLYMOOR during her construction days at Horton, and SHERWOOD on Cohen's demolition train in April 1950.
|UPPER NORWOOD, LONDON S.E.19.
(According to Peckett records, 947 (Class M4) was steamed on 29th September 1902 and despatched on 20th April 1903 to the Stirchley Iron Co Ltd, Stirchley, near Dawley, Salop, who obtained it under an agreement whereby £62-13-4 was paid on delivery plus twelve quarterly payments of the same amount. However, it was back with Peckett by 17th October 1904 when the boiler was retested after repairs, prior to resale to "Foster & Dicksee, contractors, Ewell" on 9th June 1905.
Manning Wardle records are not particularly helpful concerning 1519, a class K 0−6−0 saddle tank, which was supplied new on 25th March 1901 to J. Bowen & Son, Rubery, named HOLLYMOOR. Later owners are recorded (without dates) as "Foster & Dicksee, Ewell, Surrey" and "Mitchell Bros, Sons & Co Ltd. No.11". There is no mention of the Austin Motor Co Ltd, and we wonder on what authority this loco appears in the Longbridge Works list for this owner in Pocket Book A. - Hon. Eds.)
INDUSTRIAL LOCOMOTIVES OVERSEAS (5) BORNEO
I find this overseas feature of great interest, especially the island systems which, although I've never seen any of them, used to fascinate me in my early days. A notebook I kept at the time has an entry for the "Segama Railway" whose wharf section at Lahad Datu (see RECORD 14, page 49) was worked by water buffaloes. The note appears to relate to 1936 as I have notes for that year for the State Railway, and I expect all came from the 1936 volume of the "Railway Magazine".
On 21st January 1964 I watched a BBC-TV programme which dealt with Pope-Hennessey, a Victorian colonial administrator. Some still photographs were shown of Labuan Colliery (page 48) including one of an old primitive line (apparently an L−type tramroad) and a nice view of one of the later locomotives on a train of wagons. Pope-Hennessey is said to have been instrumental in introducing locomotives here.
(Mr Garry writes:- The wheel has indeed turned full circle for the article in the "Railway Magazine", March 1936, page 212, on the Borneo State Railway was written by me under a nom-de-plume! Although I can't trace any mention of it in the 1936 "RM" Index I believe Mr Paar is correct in saying that the wharf section of the Segama Railway was worked by water buffaloes. These most useful beasts of burden could be ridden by any native of any age but which were temperamental, to put it mildly, towards Europeans whose smell they were said (by natives) to dislike! I think the buffaloes pulled the empty trucks up the hill to the depot and sheds from which the steam train started. I last went to Segama in 1937 but I was whisked in a car up the hill and along the road which had by then replaced the railway. I never noticed if the wharf line was still in situ and worked by buffaloes. All freight I imagine was worked by lorries, probably of the "T" model Ford or Chevrolet type. As to Labuan Colliery, I think that all the industrial systems on the island could be described as tramways, as all were narrow gauge, lightly laid and practically unballasted. I remember the TV programme about Pope-Hennessey, a colourful and rather bombastic personality, but perhaps insufficiently appreciated. He was, of course, long before my time. Incidentally it is rather doubtful if he really did introduce the first locomotive to the Colliery. He was Governor from 1868 - 1871 and, although coal was first worked in Labuan in about 1847, my history of Labuan does not mention the fact, or even him, in connection with the Colliery. If he did, some more research among the more ancient locomotive builders would be needed.)
A SWEDISH CASUALTY
I thought you might be interested to know that yet another Swedish industrial railway has been closed. On 31st August i967 the last 891mm 3ft 0in) gauge train left the lime quarry at Limhamn, south of Malmö, and made a slow run to the Skånska Company's cement works 3km distant. Slow, because behind six wagons loaded with lime were coupled two wagons loaded with an orchestra celebrating the closure. In future the nine sets of level crossing gates will not have to be lowered ninety-six times a day, so the citizens had some cause to be happy. However, a standard gauge line will be retained for other purposes. My picture shows the last train which was hauled by a suitably decorated electric locomotive, SC 1, one of four built in 1949 by Allmänna Svenska Elektriska AB (ASEA).
|MALMÖ V, SWEDEN.
(David Cole has forwarded a photograph by O.W. Laursen showing one of Skånska's 891mm steam locomotives, an 0−4−0 well tank carrying a plate on the cabside inscribed "Orenstein & Koppel No.2525". As locomotives by other builders have at times been known to carry Orenstein & Koppel plates we wonder whether this example was built by this firm. - Hon Eds)
FRINDSBURY CEMENT WORKS
I have just noticed that a paragraph was omitted in error from my article in RECORD 16. The third paragraph on page 132 refers to seven works, but only six are mentioned. With the Editors' indulgence I have provided a more detailed account of the seventh, which was known as the BRIDGE WORKS.
George Burge was a noted contractor in the nineteenth century, having built, amongst other things, the Herne Bay Pier. He went into partnership with a Mr Morris with the object of building the East Kent Railway extension from Strood through Faversham to Canterbury, but thought better of the idea, On 1st March 1884 he went into partnership with Frederick Cadogan Barron and Sir J. Brown to form the firm of Burge & Barron. The partnership was formed into the Bridge Cement Co Ltd, and on 29th August 1885 took out a lease on a cement works constructed for them by William Tingey on Tingey's land. An inventory of the plant taken at the time includes a washmill, two pairs of grinding stones, a beam condensing engine and a horizontal condensing engine. The firm were to purchase the works and equipment at a cost of £14,500. One condition that Tingey attached to the lease was that all chalk should be obtained only through him, and would be delivered within ten yards of the washmills.
The original Bridge Company was liquidated in 1888, its effects being transferred to the new Company that was registered on 21st December 1888. On 8th January 1889, Bridge assigned part of their land to John Cubitt Gostling & Co Ltd, owners of the Globe Works. This measure was presumably with Tingey's approval, since it was not for a few years more that Bridge broke with Tingey and obtained chalk from Ball. On 14th May 1890 Bridge's lease was renewed, expiring in 1915. Under this new lease, Bridge undertook to erect four new kilns and a new chimney at least 150ft high within nine months, and two further kilns within two years. It was also agreed to take smoke control measures, the fumes that poured from Bridge's chimney being a serious bone of contention between the two firms.
By 1893, the chalk supply situation was becoming more serious. Ball had tried to cross Tingey's land to supply Bridge on 22nd June 1893 but had been stopped by Tingey. A year later on 19th April 1894 Bridge found that Tingey wished to stop supplying them with chalk, due to his reserves being exhausted, but at the same time refused to allow Ball to supply them instead. Bridge was afraid that they would have to barge down chalk instead. Ball's price for loading chalk into barges and sending it a hundred yards or so to Bridge, to avoid crossing Tingey's land, was is 4½d per ton. Bridge found that, three miles upstream, quarries could supply them at 10d to 11d per ton into barges, and this was therefore highly preferable. Naturally, this meant a considerable loss in revenue for the Ecclesiastical Commissioners, and on 6th February 1895, when Bridge wrote to point this out, they asked them with as "much earnestness as words can convey" to make Ball lower his price. (In 1894, Bridge had taken 24,000 tons of chalk from the Commissioners - some at least, it is presumed, by barge from Ball's quarries. "We have designed and thought out a most convenient way of handling chalk supplied by water, so much so that we would now prefer to receive same by water to land delivery." It must have indeed been an excellent system to replace haulage from adjacent quarries.
On 27 March 1895, Bridge had hoped to obtain the option of purchasing the Globe Works and wondered whether the terms of a new lease would be the same as a renewal of the lease of Bridge alone. The precise details are not certain, but by 1897, John Bazely White & Bros Ltd owned Bridge, Globe and Quarry Works. Under the single ownership, difficulties were still experienced in chalk supply, though I found it harder to sort out the precise details, as the records do not usually refer to the works as individual units. For example, in August 1898, Ball wanted to increase the price of chalk due to an incline he would have to go up, at a cost of 25 tons of coal extra per year. This implies that a new railway was laid at this period, or another works was connected to Ball's tramway. Similarly, on 28th January 1899, White complained that Ball was not able to supply enough chalk. But the depression was at its height, and the lack of chalk was not very important as intermittent demand had resulted in reduced loads at the works. To save the situation, APCM (1900) Ltd was formed, and White sold out to the combine on 24th August 1900.
|NEW MAIDEN, SURREY
Referring to the above article in RECORD 16, I observed C.F.S. on 1st January 1964 on one of Pickford's low-loaders which was parked in the forecourt of the "Black Prince" public house, Rochester Way, Bexley, Kent. Evidently it was on its way from Frindsbury to Alpha Cement at Shipton-on-Charwell.
|LEYTON, LONDON E.10.
FRINDSBURY CEMENT WORKS
I enjoyed this article in RECORD 16 very much. As regards the identity of the Aveling & Porter loco illustrated on page 143, I feel that Frank Jones is correct in his assumption that it is narrow gauge for the following reasons. Usually traction engine locos have the flywheel inside the driving wheel but the engine depicted has it outside. This leads me to think that it is a standard gauge engine which has been "codged-up" either by Aveling & Porter or the owners. It would be a simple job for Aveling & Porter to adapt a standard gauge engine by fitting short axles, and a longer crank-shaft to furnish clearance for the flywheel. On a normal standard gauge engine there would not be enough clearance inside the flywheel for a driving wheel. I am certain that I have a photo of a similar type of engine, which undoubtedly was a standard gauge engine adapted to narrow gauge.
(This is a rather intriguing point and we would welcome comments from readers, as Chris Down has confirmed that the makers' records quote the gauge as 4ft 8½in. Incidentally, there was a typing error on line 14 of page 133, where A.C.P.M. should read A.P.C.M. - Hon. Eds.)
TRACTION ENGINES AS LOCOMOTIVES
With regard to Mr Thornton's letter in RECORD 16, I think it is unwise to attach a lot of importance to some of the makers' photos which come to light from time to time. Often they only depict schemes which were proposed and never actually offered for sale, or examples which were very much modified before going into production. These old photos do of course provide us today with a great amount of interest.
AN INDUSTRIAL MONORAIL
I sent a copy of RECORD 16 (which contained the above article to Road Machines (Drayton) Ltd, and received a letter headed "S.K.Stubbs: Receiver & Manager" which might indicate changes imminent. In 1967 the firm received an order worth about £40,000 from the Anglo-American Corporation of South Africa Ltd for ten sets of monorail equipment for use in Angola diamond mines. An order will be placed this year for a further seventy sets which will make Angola the biggest monorail complex in the world. Also, the firm recently produced five special electrically-driven passenger carrying units for the James Bond film "You Only Live Twice" in which they are prominently featured.
Readers will know that the 2ft 6in gauge Barclay 0−4−0 front tank loco (2207 of 1946) was saved for preservation by the Railway Enthusiasts Club at Farnborough where it arrived from Proven on 7th April 1962. I acquired this little engine in November 1967 and it is now housed at a private factory near my home for substantial overhaul by enthusiasts prior to moving to the Welshpool & Llanfair Railway later this year. I am keen to locate photographs of this loco during its working life in Glasgow as Proven Gas Works No.1, and wonder whether your readers can help me.
33A, BIRCH COPPICE,
QUARRY BANK, BRIERLEY HILL, STAFFS.
LODGE HILL & UPNOR RAILWAY
The photograph of NICHOLSON (Fowler 10978) on page 162 of RECORD 16 is one taken by the late O.J.Morris at the Northam Oil Mills, Southampton, of Dixon & Cardus Ltd, where NICHOLSON ended its days. For the information of internal combustion fans, the cab rear which can just be seen on the extreme left of the photo is of the Muir Hill 4−wheel petrol loco (L.112 of 1934), a particularly ugly machine with large disc wheels. In my opinion, NICHOLSON was one of the best looking locos ever built and would have been more in keeping with some rural branch line than in the less exciting places where it actually worked.
CONTRACTORS' LOCOMOTIVES PART III. 16 pages, 8in by 6½in, card covers, duplicated. Compiled by F.D. Smith & D. Cole. Price 5/6 post free from Union Publications, 30 Scarsdale Villas, LONDON, W.8. (A reduction to 4/- post free is offered to members of the BLC - ILLS who must state the fact when ordering.)
This part carries on the series and deals with four other large contractors - Arnold, Benton & Woodiwiss, H. Lovatt (including J.T. Mousley, and associated firms) and Naylor Bros. Brief details are given of each contract (193 in all) on which locomotives are known (or thought) to have worked. The locomotive list which follows is set out on similar lines to our Pocket Books and indicates the various contracts on which individual locomotives worked. These cover the construction of railways and sometimes their eventual widening, as well as the building of hospitals, reservoirs, lunatic asylums, aerodromes, power stations, etc. The story comes almost up to date as Wilson Lovatt Ltd were still operating four opencast coal disposal points with locomotives in 1960. There are a few obvious typing errors and, whilst certain particulars give rise to doubt because of their brevity, the information in general is sound.