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Front cover of British Railways Illustrated Magazine, March 1999 Issue
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British Railways Illustrated Magazine, March 1999 Issue

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Contents Listing - Articles & Features in this issue
THE GREAT NORTHERN IN LONDON - THE ENFIELD LINE - By Peter Kay WAR REPORT - Stopping the Tanks - One similarity at least between the two World Wars, was the extent to which their prosecution depended upon railways. Both were wars between economies, and by far the principal form of transport was rail. Yet under certain circumstances the railways could prove a danger. The War Ministry saw the lines leading into London (so close to the invasion-threatened south coast) as possible 'fast tracks' into the capital and steps were taken to bar them to the speeding panzers... It can now be revealed...How did BR Standard 2-6-4T No.80034 lose its front pair of wheels in the summer of 1958? Driver Dennis Redrup had to take the blame, though the Fireman got off. All can now be told. AROUND THE WORKS - Notes by Allan Baker - More horse's mouth description of procedure and practice at Crewe Works - this time the work of the fearsome Steam Cleaning Pits. THIRTIES FILE - Liverpool Street with two very different B 17 4-6-Os, the conventional No.2837 THORPE HALL beneath the heavy-girdered Primrose Street bridge and the streamlined No.2859 EAST ANGLIAN, bringing in the first train of that name. CRANES CONTRETEMPS - A 19RB Ruston-Bucyrus crane in trouble with another, rigged up as a grab, going to its assistance. THE MIDLAND COMETH (SORT OF) - Banbury Shed in the 1960s - Mike Kinder pondered the photograph of Banbury shed and the query about Midlandisation in the October 1998 issue of BRILL, and thought on't... It turns out, from some elementary delving amid photographs of the time and the various shed allocations published by lan Allan, that the process of 'Midlandisation' was by no means the determined push it is often assumed to have been. By contrast, the LMR was more or less unconcerned as to the origin of the locomotives now under its care. They weren't replaced as a matter of urgent policy but only as the ex-GW engines, increasingly rickety, had to be withdrawn. Comparable LM locomotives, made available by dieselisation and electrification elsewhere, were simply drafted in as and when required. No great revelation to some perhaps, but an education for many of us. DODGING THE OVERFLOW - THE TROUGHS AT BUSHEY - There was, it seems, far more going on 'backstage' on the steam railway than today; there was just so much that was necessary to keep it going. Water troughs were probably amongst the most elaborate of these systems. First, a suitable (level) site had to be found - a site, moreover, that came with a water supply; after that the whole caboodle had to be maintained and kept in good order, no easy prospect for what was essentially an artificial stream system, which had to be relatively leak-proof and be replenished endlessly day after day. Ramsbottom had invented the things on the LNWR in the late 1850s; Bushey, the subject of this article, was the first set of troughs out of London and had added importance in the light of a peculiarity - that Euston had no convenient columns at the platforms. So, in computing likely water requirements a driver of an up passenger train would take account of the stay at,the buffers and the time taken to get back to Camden shed. Similarly, down trains might have taken water an hour or more before arriving at Euston to take up their trains. These magnificent photographs characterise a set of troughs like no others before - let us just be grateful that the intrepid photographer had no idea of the danger. Suffice to say that the first alarming overflow sent him scuttling up the bank, and safety! 'We hope you enjoyed your trip with BRILL this month...' A Life of Steam A Reader Writes ' Cover Photograph. In the trough. 8F No.48284 cops a full! 'un at Bushey in May 1963 - see article this issue. The water is even being forced out of the vent pipes! Photograph below. The deplorable modern habit of taking pot-shots at any convenient sign seems to have something of a long lineage.
Article Snippets
Article Snippets
Welcome to British Railways Illustrated Volume 8 No.6. Away from the GN main line in this latest instalment of Peter Kay's series - a rustic diversion to the Enfield line, as far as Cuffley, the furthest point reached by passenger trains in pre-grouping days. As so often happens, while the main line has been relatively neglected, the branches have been more than adequately described in print'over the years. So this article, rather than shining much new light, concentrates instead on the signalling and the stations, and some excellent and unusual - unique maybe - photographs have been uncovered. Now more often called the 'Hertford Loop', the line (from a signalling and buildings standpoint) was made up into three distinctsections - an original Wood Green-Enfield branch of 1871, the Grange Park-Cuffley section of 1910 and the Cuffley-Hertford-Langley Junction section, opening for goods in 1918 but not completed for passengers until 1924. It was some 'branch'!
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