No. 21 - p308-312/329-336

© OCTOBER 1968


    I have been interested for some years past in tracing the history of certain old North London locomotives which were sold out of service and should be most interested to know whether you have come across the name of T. E. Minshall, of Wrexham, as an agent. In advertisement in "The Engineer" on 14th February 1873 Minshall offers three tank locomotives for sale, and later on 30th May 1873 two locomotives are offered. These locos from the description are North London 38 - 42 (Beyer Peacock 186-190 of 1860) which according to the Locomotive Stores Committee Minutes were sold directly by the Company to industrial concerns. I have been unable to trace how Minshall comes into this matter at all, and at the present time cannot even identify him! Can your readers help with any information, please?



    (We have just been reading Mr. W. J. Wren's most excellent book, THE TANAT VALLEY, recently published by David & Charles Ltd. On page 36 we find that "T. E. Minshall (then of Wrexham but later of Oswestry)" planned in 1872 a devious line from Oswestry to the Tanat Valley by way of Llansilin and Llangedwyn. The author states that this plan "would almost certainly have involved the use of narrow gauge" but offers no arguments to support this statement. Perhaps the North London locos referred to above were obtained for this project, and sold when the scheme was abandoned?

    The surname Minshall crops up frequently in the border counties. W. K. Minshall was one-time solicitor to the Cambrian Railways, whilst A. C. Minshall, a jeweller at Oswestry, designed and made the silver spade used for cutting the first sod of the Tanat Valley Light Railway. - Hon. Eds.)


    On page 82 of RECORD 3 and page 130 of RECORD 5 mention is made of 3239, a 2ft 0in gauge Hunslet 4−6−0 side tank. It arrived at Longmoor on a WIMR bogie bolster wagon on 29th September 1934, and I managed to photograph it a few hours later.





    Ron Fraser appears to have missed a very interesting 5ft 6in gauge locomotive at the Santa Ana mines in Spain (see RECORD 14, page 60). When I was there in April 1961 I was very pleased to see this delightful inside-cylindered 2−4−0 bearing the number 115.



    (Ron Fraser writes:- Undoubtedly this locomotive was ex−Andaluces Railway 115, built by Couillet (153 of 1864), allocated RENFE number 120−2061, and purchased by Sociedad Metalurgica Duro-Felguera (the owners of the Santa Ana mines) in 1944; apparently it never carried its allotted RENFE number. Member Trevor Riddle saw 115 here in October 1963 and in June 1962 (my first visit) it was obviously still in existence although possibly withdrawn. I was assured that I had seen everything, but of course the old Spanish custom of not counting anything which has been withdrawn accounted for them not mentioning this one On a later visit to Santa Ana (September 1964) there was no sign of either 115 or 29, SAN SEBASTIAN, I was told they had been scrapped six months earlier.)



    Mention of transporter wagons on page 188 of RECORD 17 reminds me of their use at Radstock in Somerset, although I have no positive confirmation. Here there was a group of collieries - Ludlows (later National Coal Board, Radstock), Tynings, Wells Way and Middle Pit collieries - all interconnected underground. Ludlows and Middle Pit were originally joined to the 3ft 6in gauge Somersetshire Coal Canal tramroad to Midford. When the Somerset & Dorset Railway was built, the tramway was retained between these two collieries since dirt and rock from Middle Pit was taken on it, via Ludlows, up the incline, to the top of the tip at Tynings colliery. Middle Pit seems to have ceased coal winding in the early years of this century and was then used for pumping and ventilation purposes only. To keep the boilers supplied with coal, 2ft 0in gauge wagons ("tubs") of coal from Ludlows were placed transversely on a 3ft 6in gauge transporter. Two transporters, each carrying three tubs, were then hauled by a horse under the S&DR station and up to Middle Pit.

    It seems possible that the same sort of arrangement operated in the reverse direction when Middle Pit was working, tubs of dirt being taken on the transporters to Ludlows and thence to Tynings. Early plans have shown that the incline to Tynings from Ludlows was of 3ft 6in gauge as well, but it is stated to have been definitely 2ft 0in gauge at the time this arrangement of taking coal to Middle Pit was in force. The use of transporters was discontinued in the mid-1930's and the 3ft 6in gauge - the last remnants of the Somersetshire Coal Canal tramroad - was closed.





    I've checked thru soma of my U. S. steam records for the article on page 189 of RECORD 17 and offer the following from the order books.

Alco-Cooke 66404 of 7/1925 - 2−4−2ST 9x14 3ft 1in drivers  - BPC
Alco-Cooke 66405 of 7/1925 - 2−4−2ST 9x14 3ft 1in drivers  - BPC
Alco-Cooke 66936 of 6/1926 - 2−4−2ST 9x14 3ft 1in drivers  - BPC No.3
Alco-Schenectady 68037 of 6/1929 - 2−4−2ST 9x14 3ft 1in drivers  - BPC No.4
Alco-Montreal 68633 of 10/1932 - 2−4−2ST 9x14 3ft 1in drivers  - BPC No.5
Baldwin 40675 of 10/1913 -        - PR No. 11
Baldwin 40674 of 10/1913 -        - PR No.10
H. K. Porter 7913-7914 of 4/1945 - 2−6−2       12x16    - BPC

    In the list, BPC denotes Brazilian Portland Cement Co, and PR denotes Paulista Railway. Porter records are not clear as to whether their two locos were tank or tender engines.

    There probably are other locos hidden in the resales. Note that there must have been some renumbering and/or swapping of boilers or plates on the Alco locomotives.

    Santos Docks had the same Krauss locomotives in 1936 when a friend of mine took photographs, except they then had diamond stacks and may have burnt wood or coffee-husks at the time. There are name plates on the photographs of No.9 and No. 15 but I can't read them.




    I was interested to read in RECORD 19 of Sid Barnes's experiences at Hodbarrow Ironstone Mines. On my first visit in 1968 (January 29th) it was blowing a gale and pouring with rain when I approached Millom and as soon as I set foot outside the car at Hodbarrow offices it turned to sleet. After meeting the Agent and Mine Manager, Mr. R. B. Davis, and obtaining the required permit I drove down to the workshops where Avonside 1563 had had some minor repairs. At about 11.30 the unique Neilson crane tank arrived, pushing as usual its flat wagon loaded with timber. This most excellent machine with the crane mounted around the chimney is well-known as the last survivor of six built by Neilson as their patent crane engines. Known to all the employees as "Snipey", further investigation showed the name to be due to the shape of the crane jib which is not unlike the beak of the marshland bird called the Snipe. An interesting point about the rail access to the fitting shop is the extra little door centrally placed over the rails which is opened to allow adequate clearance for "Snipey's" jib. The only other loco at work that day was the modern Hudswell Clarke (1742 of 1946) which was on the sand train outside the sea wall. The oldest surviving Hunslet standard gauge loco (299 of 1882) was out of use in a stone building near the "loco shed". The term "loco shed" at Hodbarrow refers to a couple of tracks with pits and a water and coal stage - no actual shed being in existence nowadays.

    On Monday, 19th February 1968, it was brilliantly sunny at Hodbarrow, and I found both "Snipey" and the little Avonside out at work. The latter (see enclosed photograph) was on the sands with three timber-framed sand wagons, working with a steam excavator which was loading old sleepers as some track was lifted. The frame of what I took to be Peckett 1719 of 1930 (illustrated on page 239 of RECORD 19) was almost cut up. Activity at the workshops was mainly on scrap collection as the actual mining operations were due to cease on 22nd March 1968, with final closure of the site on 31st March 1968. A thorough investigation of the whole Hodbarrow site revealed what an amazing place it is - a veritable working museum with three old beam engines and a fine collection of buildings. The office block in particular is worthy of preservation as it stands and has attracted the Bowes Museum authorities with a view to preserving some of the fittings. The toilet and washbasins will be getting special attention so I was told. The old stone sea wall and embankment which has sunk and broken into massive chunks is a particular non-railway item which does not fail to impress the observer. This wall, according to a marble plaque fixed to it, was started in June 1888 and completed in October 1890 by the famous contracting firm of Lucas & Aird. An old photograph in the workshops shows the wall under construction with numerous vertical boilered steam piledrivers in use. Today, of course, the old sea wall is completely isolated from the sea by sand bounded by another sea wall of slag, which is at present let off to a firm who are sifting the slag to remove fragments of iron. This is in complete contrast to the closure of the surviving shaft mine at Hodbarrow which produces some very good hematite ore, some in the form of kidney ore, with a good iron content. But nowadays it is cheaper to bring in imported ores to Barrow and carry it round to Millom, rather than to continue to use ore found on their own doorstep.

    The last of my three visits was in good weather on Monday, 19th March 1968, during the final week of mining. Once again "Snipey" and the Avonside were in action, with the Hudswell Clarke dead "on shed" and the Hunslet stored in a different shed near the fitting shop. I will never forget the sight of "Snipey" rolling along over overgrown tracks and working with its little steam crane which is operated by two independent steam engines, one for stewing and one for lifting; nor the Avonside trundling along to the sands. Without doubt another phase in industrial history has ended with the demise of the amazing system at Hodbarrow.



    (A visit on the evening of Sunday, 19th May 1968, revealed that track had been lifted in the vicinity of the "loco shed" only. Hunslet 299 had joined Kerr Stuart 4009 in the bricked-up shed west of the fitting shop which contained "Snipey". Avonside 1563 was eventually located crammed into a small wooden building east of the fitting shop, but of Hudswell Clarke 1742 there was no sign; possibly she had gone to Millom. - Hon. Eds.)



    With reference to the Whitcomb 4−wheel petrol locomotive mentioned on page 176 of RECORD 17, I've checked thru the complete Whitcomb records but cannot trace it. There are a number of resales shown but none to this concern. Nothing of this type was built for the United Kingdom during World War 1 but a number were ordered by various French agencies, as listed below:

Works nos 504-506 4/1917 60cm 2½ U.S. tons Model IND To Havre, France, via
H. L. Thompson
788-791 8/1918 60cm 2½ U.S. tons To French Navy Mission
974-975 2/1919 55cm 2½ U.S. tons To French Navy Mission
980-984 4/1919 60cm 2½ U.S. tons To French Navy Mission
987 4/1919 62cm 2½ U.S. tons To French Navy Mission
988-989 4/1919 60cm 2½ U.S. tons To French Navy Mission

    Possibly these worked in French shipyards, judging by the purchasers. The United States Army purchased a large number from Whitcomb but none were shipped to France and most were not built until after 1919−20. I doubt, assuming the date (1920) given in the article that any of those for the U.S. Army could be involved.




    Few 60cm gauge lines can have had such a short but brilliant existence as the one specially laid down for the 'Floralies d' Orleans 1967'. The French equivalent of the 'Chelsea Flower Show' is held annually in or near Paris, and the 1968 venue will be the Bois de Vincennes. In 1967 the existing park of Olivet la Source, near Orleans, was chosen, and a 3km circuit of part of the park was laid with 60cm gauge track obtained from the Tramway Pithiviers Toury. The open-sided gaily painted toast rack coaches were built on the underframes of old sugar beet wagons from the TPT and the Sucrerie de Maizy. Motive power was provided by two Henschel 0−4−0 side tanks, said in the May 1968 issue of the Club Bulletin to be Henschel 23735 of 1937 and either Henschel 21140 of 1928 or 23411 of 1936, plus two diesel locomotives, one of which is reputed to have come from the TPT.

    A visit to the line on a Sunday in July found three trains in operation, two diesel and one steam hauled. The SNCF made special efforts to serve the rather inaccessible site, inclusive day tickets being issued from Paris on specified trains at a fare of 20 fr for the rail journey, special bus from St Cyr-en-Val station and entrance to the show. The two steam locomotives came from the Moulin Neuf quarries near Lucy (Nievre), both of the diesels are typical industrial types. All were painted bright green and it was difficult to realise that such a gay smart little train was entirely composed of second-hand industrial material.

    Considerable expenditure must have been incurred in laying the track and refurbishing the material and I hoped that, although the 'Floralies' have moved to another site, the steam trains would once again have functioned in 1968. But an advertisement in 'La Vie du Rail' of 25th February 1968 offers for sale the two steam locomotives, two bogie and five 4−wheel coaches, not, however, the diesels, track, nor the total passenger rolling stock, so possibly the line will continue to operate with diesel traction in the future. The address for any enquiries, as per the advert is L' Association Florale Orleanaise, Parc Floral d' Orleans La Source, F−45−Orleans.





    I have just read this article in RECORD 18. I do not know where the author saw an early Baguley that looked home-made, for I would venture to suggest that one sure way of recognising an early Baguley is that it is an obvious professional job. Perhaps the early diesel engined designs are meant, in which case I am inclined to agree, although these are certainly not early by Baguley standards. Most early Baguley products can be recognised by the plate reading Drewry Car Company which is attached to them! Also, if you find a Planet that looks like a Howard built Hibberd, that too is a Baguley. In fact, if you find anything which does not seem to be what it is claimed to be, it is probably a Baguley!




    The extract from 'Iron' of 1891 quoted on page 192 of RECORD 17 is intriguing. I have had a quick look through my records and can offer two possible solutions. Unfortunately one order is for two engines and the other for four, whereas the Consul's statement refers to three.

    In 1890 Black Hawthorn supplied four engines to the order of the Tees-side Engineering & Iron Company with the nameplates in Chinese characters. The first two (Black Hawthorn 1001 and 1002) were 0−4−0 tanks with 12in by 19in cylinders and 3ft 3in wheels, and could thus have been metre gauge. 1003 and 1004 were also 0−4−0 tanks but had 6in by 12in cylinders and 2ft 2¼in wheels; these could also have been metre although the dimensions suggest a smaller gauge.

    Manning Wardle 1216 and 1217 of 1891 were metre gauge 0−6−0 side tanks with 14in by 20in cylinders and 3ft 6in wheels. They were supplied to J. Whittall & Company, Honway, China. per J. W. Hart and named PRESIDENT CARNOT and VICTOR CHAUFFEUR, respectively.

    As the names of the Mannings are of French origin and Haiphong was in Annam, a part of French Indo-China at that time, these two appear to be the more likely candidates for the Tonquin Coal Mines.



    (Mr AIIiez's assumption that the two Manning Wardle's went to Tonquin is confirmed by the official Manning Wardle Engine Book, which has the same despatch details - excepting Hongay for Honway, and VICTOR CHAUFFOUR for VICTOR CHAUFFEUR and then an entry "now Societe Francaise des Charbonnages du Tonkin". The two locomotives were ordered on 31st October 1890 and sent away on 2nd and 3rd April 1891. Some other information just to hand shows that Fowler 9676 was a boiler supplied on 13th May 1903 to "Societe Francaise du Tonkin" for "9in by 16in loco 6478". No further details are known of Fowler 6478 but its building date would be about 1891, and there is every reason to believe that it was the third English locomotive supplied to Tonkin (Tonquin) in 1891 - Hon Eds)


    Referring to your enquiry on page 120 of RECORD 15, Mr Maynard Laing tells me that SKOOKUM (Baldwin 33463) is stored in a dismantled condition at the Puget Sound Railroad Museum at Snoqualmie Falls, Washington; it is the property of Mr G. C. Morrow of Seattle. The Puget Sound Railway Historical Association, operators of the Museum, have saved fifteen locomotives, including three Baldwin 2−6−6−2 articulated logging locos; two are in private storage and have not yet arrived but Baldwin 59087, donated by the Weyerhaeuser Timber Company in 1964, is now on display.





    I have been interested in the various correspondence concerning the origins of Berry Hill No.1. When visiting the colliery in 1955 I was photographing the loco in question when an oldish man came up and informed me that it had been built by a Walter Orme (spelling mine), the then chief fitter at the colliery. I was naive enough at the time to take this for granted though it should have been obvious that this would have been an exceptional undertaking for a colliery. However I was left with the impression that the said Walter Orme was a very enthusiastic person who could have well been itching to have a go. Possibly the complete rebuilding of an Avonside would have gone a long way to satisfy his ambitions, but it would certainly be very intriguing to know what really happened in 1898.





    Thanks to Mr. Russell's letter on page 228 of RECORD 18 it is now clear that in 1931, and presumably up to the time the railway was replaced by a road in about 1934, all the Kerr Stuart "Wrens" at Darvel Bay were of the "old type". It would seem, therefore, that Kerr Stuart 4387 of 1926 must have replaced the "new type" No. 4 which, as I said in my original article on page 49 of RECORD 14, I remembered being there in 1920. As Kerr Stuart 4021 was especially altered for Darvel Bay it was probably the one I saw. What happened to Kerr Stuart 4024 must remain a mystery. It may also have been sent out to Darvel Bay as they were inclined to be extravagant in those days, but I never heard of more than one of the type being there. Judging by what the engineer-in-charge thought of the refinements introduced in the "new type", I can well imagine that it was used as seldom as possible and that when the time came for a replacement it was gladly discarded in favour of another of the "old type" that had served the Company so well.

    A similar situation arose regarding the Thornycroft patent shallow-draft steam launch LULU which was purchased at about the same time (1919). I was told at the time that so many alterations to the makers' specification were insisted upon contrary to their advice that they refused to put their name on her anywhere, nor was the yard number recorded on her. Thornycroft's proved to be right, of course, as LULU was unstable and completely unpredictable. She would sheer off in any direction without warning, an awkward trait in the narrow Segama river which had occasional rocks in mid-stream. Her life, apparently like that of the Kerr Stuart "new type" was not a long one, and I shall never forget my one and only journey in her.




    Without wishing to banish any cherished dreams, is there any evidence that the Lewin at Seaham Harbour was built in 1863? I understand Lewin did not advertise his activities until 1870's.



 *             *             *

    It would be interesting to know if any contemporary or other clear evidence exists to support the date of 1863 which is quoted on page 251 of RECORD 19 as the building date of this engine. Hitherto I have been unable to find any evidence that Lewin built locomotives before 1874 at the earliest. In 1867, the title of the firm was Lewin, Wilkinson & Co (Stephen Lewin and William Wilkinson). In 1874, Lewin was evidently the sole proprietor and was apparently expanding the business. In May 1874 he advertised for Fitters and Moulders, a good Planing Machine Hand, an experienced BOOK-KEEPER and agents to sell portable Engines in the principal towns of Great Britain and on the Continent. It seems likely that the first locomotives were built about this time. In January 1875 Stephen Lewin was advertising as a builder of locomotives : he specialised in Cheap Colliery and Contractors' locomotives and small locomotives on very narrow gauges for replacing horses. It appears that locomotives were built only between the years 1874 and 1880. Unless there is clear evidence to the contrary, the Seaham Harbour engine was built about 1875−78.

    In 1878, D. J. Lewin (evidently a relation of Stephen Lewin) of 110 Cannon Street, with works at Victoria Wharf, Fulham; also at Poole, Dorset, advertised steam launches and yachts; torpedo boats …….Builder to the Admiralty.




    As the other half of "we" in the Hon. Eds. footnote to Frank Jones' article in RECORD 19 (page 256) I feel that I can add a little information.

    There was in fact a fourth "additional" metre gauge steam loco present in September 1965 - another unidentified 0−4−0 side tank, No. 1 (photograph herewith), which was standing outside the shed. 1 BILBAO, one of the Krauss 0−6−0 side tanks which are outside framed, was already dismantled. A boiler stood near the shed, said to be new and for No. 12, which was dumped at the end of a siding some distance from the shed. It would be interesting to know if this had been fitted by the time of Mr. Jones' visit. The metre and 5ft 6in gauge lines connect with the FC de Santander a Bilbao and RENFE respectively.

    I was surprised to learn that certain locomotives are considered to have been built here (the plates on Nos 3 and 14 state CONSTRU IDA POR LA Cia Ama BASCONIA which may equally be translated as constructed "for" or "by"). The locomotive workshop in 1965 was very paltry compared with those of other Spanish concerns reputed to have built locos and minor repairs were being carried out in the open. It may of course have been more extensive thirty years ago.



 *             *             *

    With reference to the editorial footnote on page 259 to this article in RECORD 19, perhaps I may add some notes on the additional locomotives mentioned. The two Krauss 0−6−0 side tanks (2454 and 2504) arrived at Basconia on 6th November 1959 and 15th May 1951 respectively according to official information, and were scrapped about April 1966, presumably just before Mr. Jones' visit, together with No. 6 and a further 0−4−0 side tank, No. 1.

    When I visited Basconia in July 1966 I was shown an old notebook showing details of the locomotives but unfortunately it was far from complete, having been commenced in about 1930 only. As a consequence it gave very little information on the origins of locomotives, that had worked at Basconia in earlier days. However, from this source I have been able to compile a reasonable list for inclusion in the forthcoming Pocket Book covering Spanish Industrial Locomotives.

    In 1966 it was usual to find at least three steam locomotives at work each day - one on the broad gauge and two on the metre gauge; additionally there were diesels working the furnaces on the metre gauge. Recently I received a letter from a Spanish friend who visited Basconia in March 1968, when the only locomotive noted in steam was No. 13 on the broad gauge. Nos. 11 and 12 were still present, together with Nos. 3, 5, 7, 10, 14 and "17" on the metre gauge; No. 9 was "missing", but could have been out working as I found "17" some-what elusive on my visit.





    I would refer to your comments on page 230 (RECORD 18) regarding HOLLYMOOR. Some years ago I was told by an old driver at the Austin Motor Co Ltd that this loco had worked there. "Hollymoor" is the name of a large mental hospital in Worcestershire close to the line between Halesowen Junction (official name of the Junction by the Austin Works) and Rubery. Old maps indicate that there was a spur to the hospital at one time, probably during the construction period. I would suggest that J. Bowen & Son were the contractors for the hospital, and that HOLLYMOOR worked on this contract, subsequently being either sold to, or hired to, the Austin Motor Co. Ltd.





    With reference to the article in RECORD 16, page 147,1 have. recently come across further details of these locomotives in the 'Bristol Evening News' for December 1877. It seems that the first trial of a tram loco was made on Friday, 30th November 1877, when "the success of the engine was demonstrated, the only drawback to the trial being through a leakage in one of the tubes". A little later, on 8th December, a more protracted trial took place. "On Saturday at an early hour, the directors of the Bristol Tramways Company had an opportunity of testing a locomotive on their system. Drawn by the engine they were conveyed in a car over the line and expressed themselves highly gratified with the trial, as the steep gradient in the road leading to St. Georges formed no obstacle to the engine, which drew the car rapidly up the incline. It is intended to afford the public an opportunity of witnessing the effect of steam by having a trial of the engine in the middle of the day".

    Further information on the director's trip is given in the issue for the 13th December. The train left Maudlin Street and went out to the St. Georges district, returning as far as Stapleton Road. "The engine surmounted the gradients with ease and is intended for the town of Rouen, in France, and the general idea of its main features was entrusted by Mr. Vignoles, C.E., the engineer for the Rouen tramways, to Messrs. Fox Walker and Co., who, from the instructions given them, prepared their practical design from which the first engine has been constructed at their Atlas Engine Works. Though six locomotives are required, and indeed ordered, the manufacturers have been anxious to submit the first to the test of actual working so that they may be able to turn the experience thus acquired to account in the introduction of such modifications in the construction of the remaining five as may be found desirable."

    The engine is described as a short locomotive with a multitubular boiler and a large heating surface. It was partly enclosed, looking much like an ordinary tramcar. The total weight was about 5 tons with a minimum adhesion per wheel of 500lb on greasy rails. The total minimum adhesion was thus 2500lb. The heating surface was 96 sq ft and the grate area 4.6 sq ft. Outside cylinders, 8in by 9in and producing a power of 2,400lb were provided in order to avoid having cranked axles. "There are four wheels, which are coupled" in order to obtain greater adhesion and the wheelbase was 4ft 6in. The motion was covered by side sheets. Great care was taken to make the engine silent in order to avoid scaring horses, while to promote cleanliness condensed water from the cylinders etc. was led to the ash pan "to avoid dripping about the engine." In addition, "cleanliness is also provided for in the method of charging the furnace"; the coal was made up in brown paper packets which not only reduced dirt but were said to promote a more even fire.

    From the apparent success of the trials, it seems unlikely that drastic modifications to the design would have been required, in which case Fox Walker drawing No. 2274 does not depict the Rouen type. While the report mentions that the loco had only four wheels, it seems to have gained 500lb adhesion weight. Either the figure of 2,500lb is a misprint for 2,000lb; or the reporter miscalculated or the loco also had a pair of carrying wheels. It is unfortunate that this point is not clear in the report. A wheelbase of 4ft 6in though suggests that this loco is the one mentioned by Dr. Whitcombe, although there is a discrepancy in the cylinder size; it is perhaps unwise to speculate further.

    Although much mention is made in subsequent issues of the 'Bristol Evening News' to tramways in general, I have been so far unable to discover any further reference to the tram locomotives. At the annual general meeting of the Bristol Tramways Company on 12th March, it was stated only that "Fox Walker have recently made trials with a locomotive intended for a foreign line. There is no further mention.





    Reference is made in RECORD 17 (page 171) to the Michelin Tyre Company loco being built by Gaston Moyse, of Paris. The only other example I have seen in this country was at the Atlas Stone Company, at Meldreth, Cambs, although they are extremely common in France, where I have seen a considerable number. The works number of the Michelin loco has always been recorded as 104, but I have just realised that the firm have a separate number series for each type, and this should be shown as Type XX No.104. Can any reader who has examined the plate on the Michelin loco say which type it is?



    In this article in RECORD 17 there appears to be two printing errors. On page 172 (Florence Colliery), HEM HEATH No 2 was built in 1955 (not 1953), and on page 174 (Silverdale Colliery) HEM HEATH No 2 should read HEM HEATH No 1.

(The author has advised us of the following errors on the map on page 170 :-

  1. The BR line running north-west from Kidsgrove is still open to freight traffic and should be shown as a continuous line - not dotted.

  2. The bridge over the BR line at Birchenwood Gas & Coke Co. Ltd (1 on the map) has been out of use for some time, and in 1967 the connection was to the south side of the BR line.

  3. There is no connection between the Shelton Iron & Steel sidings (18) and the BR "loop line" between Etruria and Hanley - Hon Eds)


35mm COLOUR SLIDES, produced by CCO Color Slides and obtainable from R. M. Quinn, 68 Kings Road, BERKHAMSTED, Herts. Prices : 2/6 each (1 to 9 slides), 2/3 each (10 to 14 slides), 2/- each (15 or more slides).

We must say straightaway that on the whole the slides we saw were very satisfactory as reproductions, and certainly better than some on the market. The dozen slides sent for review were, with one exception, "pin sharp" and there was no suggestion of grain when projected up to 50in by 50in on a Leitz Pradovit projector. However, all but two slides could be readily identified as copies when mixed with originals. The colours tended to be contrasty, particularly on subjects photographed in very bright sunlight where the inky-black shadows revealed little or no detail. Those taken in generally bright conditions or with the sun low down were much more pleasing. Although some of the locomotives were in steam there were no dramatic "action" shots and only one could be considered as pictorial. Lists are available of the 68 industrial steam locomotive slides currently available. Other lists cover British Railways, Ireland, Western Europe, British narrow gauge railways, preserved locomotives, trams and traction engines.