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British Railways Illustrated Magazine, July 1997 Issue

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Contents Listing - Articles & Features in this issue

FROM GALLOWAY TO GRAMPIAN - THE BR 2-6-4Ts IN SCOTLAND

Saxby Incident

WAR REPORT

FOURUM

Western Sheds in the Hills

SATURDAY AFTERNOON IN SOUTH LONDON, AND ANOTHER WESTERN INTRUDER - By R.H.N. Hardy

THIRTIES FILE

How to make an Engine Shed

NOOKS and CRANNIES - WIRRAL 1

'The South Eastern's Water Outlet'

Paddington Steam and Diesel

Competition Results

A Reader Writes

A Life of Steam

Article Snippets
Article Snippets
Welcome to British Railways Illustrated Vol.6 No.10.

The Scottish Region's origins were markedly different from the other Regions created with BR in 1948-49. All the rest had a far more homogenous background. The Western most of all of course, for it had had to change little since before 1923 even, and the new Regional arrangements made little difference. Continuity, by a sort of accident of geography, had been assured. The Southern was able to amalgamate three systems in a relatively confined part of the country and impose its corporate 'feel' and again, the new Region was more or less the same as the pre-Nationalisation Southern. There was a similar outcome on the London Midland, the Eastern and the North Eastern; despite being truncated at Carlisle in the former case and divided in half in the latter case, the new Regions were still very close to their 'roots' forged since 1923. Indeed, the creation of the North Eastern Region (and to a lesser extent the Eastern) meant a reversion to pre-1923 roots. Only the Scottish Region was melded from two wholly separate (and rival) traditions and it never after achieved the sort of 'representative' look that Stanier Pacifies gave the LM, A4s the Eastern, Bulleids the Southern and the distinctive fleet, gleaming in green and brass, gave so forcefully to the Western: Now, with a few column inches under the belt, the point. The point (and this is all very subjective, so no cries of anguish please) is that no locos were 'Scottish' in the way that the other Regions laid claim to their own home grown stock - to the eye of the casual beholder, that is. Entirely different classes, whether it be on express passenger or coal trains worked in different parts of the land north of the border and the separate Caley/LMS, NB/LNER traditions remained much as before. Until the decline of steam, Waverley and Glasgow Central were still first cousins to Kings Cross and Euston, rather than to each other. So, what (if any) was the locomotive that was characteristic of Scotland? It would have to be a BR Standard - and step forward the 4MT 2-6-4T? Decide for yourself in From Galloway to Grampian. A free BRILL Summer Special to the best argued (or the funniest) candidate for Scotland in the BR era. But it would be hard to find a better representative than the 80000 'bigtanks' -betweenJuly 1951 and March 1957 155entered BR service and no less than 76 spent at least part of their lives in Scotland where they were used on almost anything from Glasgow commuter trains to rural branch services. Geographically, their sphere of activity extended from Dumfries in the south to Elgin in the north - from Galloway to Grampian, indeed.

'The South Eastern's Water Outlet' was Angerstein Wharf, named after a celebrated 'Father of Lloyd's' who had arrived from Russia in 1750. Here the railway met both the ocean going and the coastal steamer trade - such was the railway demand for timber that a whole trading district dependant upon it grew up around Angerstein. Marvellous plans and fascinating photographs - it is sobering to ponder that this one little-known Thameside backwater dealt with so much business. It is a telling measure of the vast levels of activity that the railway once enjoyed.

Richard Hardy continues to mine his rich and vastly popular vein of personal reminiscence. One Saturday Afternoon in South London he was too clever by half and paid the price but Alfred George Pink, deriding the 'bleedin' billiard top railway' looked after Another Western Intruder...
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