All Pages - The SMJ Society2024-03-29T08:05:29Zhttps://thesmjr.ning.com/page/page/list?sort=mostRecent&feed=yes&xn_auth=noI went on 'The Wandering 1500 Tour' - Bob Hodsontag:thesmjr.ning.com,2016-03-11:3138568:Page:702162016-03-11T10:58:34.379ZDick Bodilyhttps://thesmjr.ning.com/profile/Dick
<p>The Wandering 1500 Railtour traversed the SMJ from Blisworth to Stratford upon Avon on Saturday 5th October 1963. It was, I believe, the last passenger train to pass through Towcester - but I'll stand to be corrected, I often do. I was a passenger. I left my home at Towcester at a gristly hour in order to catch an early train from Northampton to Euston, on my way to Broad Street station. As the train passed Willesden, a line of steam locomotives on the shed outlet…</p>
<p>The Wandering 1500 Railtour traversed the SMJ from Blisworth to Stratford upon Avon on Saturday 5th October 1963. It was, I believe, the last passenger train to pass through Towcester - but I'll stand to be corrected, I often do. I was a passenger. I left my home at Towcester at a gristly hour in order to catch an early train from Northampton to Euston, on my way to Broad Street station. As the train passed Willesden, a line of steam locomotives on the shed outlet road were all belching thick yellow smoke, and all except one were in a state of filth that is now unimaginable. Number 61572 was nicely cleaned-up, and the coupling rods were painted red, in accordance with Great Eastern practice. </p>
<p> </p>
<p> The arrangements under which 61572 were to haul the special would now cause apoplexy, or worse. It had been withdrawn from service in 1961, and stored at Stratford shed. It was by no means in scrapyard condition, thanks to the late Bill Harvey. In 1962, it was purchased by a group formed for the purpose and moved to the old shed at Bow, where it slept quietly. A few days before the tour, it was towed to Willesden, where it was serviced, and the fire was lit. There was no test run; the Westinghouse brake pump, which had seized, was freed with the aid of a bucket of paraffin and a hammer, plenty of oil was applied to all moving parts, and 61572 was ready to go. The train was well on its way before somebody in high authority became aware that it was being hauled by a locomotive that did not belong to B.R., with who knew what implications in the event of mishap.</p>
<p> </p>
<p>The train started from Broad Street station on time at 9.20am, and ran to Finsbury Park, Hitchin, Bedford and Northampton. The tour organisers would have liked to turn left at Ravenstone Wood junction, but it was no longer possible. 61572 went on shed at Northampton, and I believe that coal was taken on. Then tender-first to Blisworth, where the train was manouevred into the SMJ yard, and 61572 ran round, to work chimney-first for the remainder of the trip. The climb to the first summit at Gayton was of some interest, since it had previously defeated the Midland compound No 1000, which stalled and had to reverse the whole length of Blisworth yard for a second attempt. 61572 managed the climb in fine style.</p>
<p><a href="http://storage.ning.com/topology/rest/1.0/file/get/1670937728?profile=original" target="_self"><img width="503" class="align-center" src="http://storage.ning.com/topology/rest/1.0/file/get/1670937728?profile=original"></a></p>
<p><em> The Wandering 1500 joining the SMJ at Blisworth ( Peter Fleming)</em></p>
<p></p>
<p>On reaching Towcester, we sat at the home signal for some minutes before entering the station. From my position in the train I was unable to see what was happening, but my long-suffering parents, who were on the platform, were able to tell me that the train was flag signalled by the Station Master, Mr Dines. I believe that I know the reason for this. For some time past, the home signal had appeared to be inoperative, and I had seen the morning pick-up goods run briskly into the station under the indication given by pulling off one of the UP starting signals. Perhaps our driver was not aware of this arrangement, or perhaps it was felt that something that was acceptable for a pick-up goods simply would not do for a passenger train.</p>
<p style="text-align: left;"><a href="http://storage.ning.com/topology/rest/1.0/file/get/1670937673?profile=original" target="_self"><img width="400" class="align-center" src="http://storage.ning.com/topology/rest/1.0/file/get/1670937673?profile=original"></a><em>The B12 seen at Towcester</em></p>
<p> </p>
<p>After a photographic stop, we went on our way. As we crossed the Great Central line, the steam of a southbound train could be seen, and then there was a stop at Byfield to cross an eastbound freight, drawn by Hall class No. 6945 ‘Galsfryn Hall’, a Cardiff East Dock engine. In the way of railtours in those days, this was treated as another photographic opportunity; the driver of the Hall couldn't have been too impressed by the number of people wandering around on the line. The next stop was at Fenny Compton, where we waited - and waited. Our guard, who did not know the road beyond Fenny Compton, was to be relieved, but some planning had gone awry. Eventually, after a long wait, a DMU coming from the direction of Banbury, stopped to allow our new Guard to disembark, and we were away again, progressing steadily through the countryside, and eventually reaching Stratford. After stopping at the Old Town station, we were banked with great gusto by a 2251 0-6-0 round to the Great Western line, then proceeding to Leamington Spa and Rugby, whence the grand finale was to be a non-stop run up the main line to London.</p>
<p> </p>
<p>61572 went onto Rugby shed, and was there for a long time. I understand now that the fire needed cleaning, because it had deteriorated during the long wait at Fenny Compton, and also that the brake pump may have needed attention. It had given trouble during the journey, and some old cine film exists which shows David Butcher, who officially was not on the footplate at all, climbing round the outside of the cab with the train on the move, and attacking the pump with a coal hammer. David's presence has only been openly acknowledged in recent years. He had been a fireman at Southend, and so was thoroughly familiar with the 1500, or B12 class, whereas it was a strange and foreign creature to London Midland firemen. The problem was that in 1963, he was Assistant Yardmaster at Kings Cross Goods, and therefore Management. This might well have caused ruffled feathers at the time. I began to be concerned as to whether I should be able to get back from London, and eventually caught a train to Northampton, and called it a day. Only in recent years have I discovered that a stop was made at Bletchley, to meet the needs of such as I. I could have been there when 61572 reached between 65 and 70mph South of Kilsby tunnel. Oh well....</p>
<p><a href="http://storage.ning.com/topology/rest/1.0/file/get/1670937733?profile=original" target="_self"><img width="750" class="align-center" src="http://storage.ning.com/topology/rest/1.0/file/get/1670937733?profile=RESIZE_1024x1024"></a></p>
<p><em>61572 seen at Holt as preserved on the NNR, since this was taken it has been painted in GER livery ( D. Bodily)</em></p>
<p></p>
<p>One of my occasional pleasures on a summer evening is to park my car beside the Boddington to Claydon road where it crosses the Oxford Canal, and walk along the towpath to Wormleighton Reservoir. Just before the reservoir, I pass the abutments of the bridge that carried the SMJ line over the canal, and try to picture it as the Wandering 1500 passed over. </p>
<p> </p>
<p align="right">Bob Hodson (March 2016)</p>
<p> </p> S&MJR Model Railway Layoutstag:thesmjr.ning.com,2015-02-26:3138568:Page:664252015-02-26T14:56:43.517ZDick Bodilyhttps://thesmjr.ning.com/profile/Dick
<p><b><u>As model railway clubs and enthusiasts often dismantle layouts in order to produce new projects there is no guarantee that all of these layouts are still in existance</u></b></p>
<p></p>
<p><b><u>Broom Junction</u></b> <u>(O gauge)</u></p>
<p>Warley MRS layout sometimes appears at the Warley Exhibition.</p>
<p><img alt="Leaving for the SMJ" height="453" src="http://storage.ning.com/topology/rest/1.0/file/get/1409827512?profile=RESIZE_1024x1024" width="737"></img></p>
<p><b><u>Clifford Sidings </u></b><u>(OO gauge)</u></p>
<p>Jack Freuville's project ( in Belgium)</p>
<p><b><u>Kineton SMJ</u></b> <u>(N…</u></p>
<p><b><u>As model railway clubs and enthusiasts often dismantle layouts in order to produce new projects there is no guarantee that all of these layouts are still in existance</u></b></p>
<p></p>
<p><b><u>Broom Junction</u></b> <u>(O gauge)</u></p>
<p>Warley MRS layout sometimes appears at the Warley Exhibition.</p>
<p><img width="737" height="453" alt="Leaving for the SMJ" src="http://storage.ning.com/topology/rest/1.0/file/get/1409827512?profile=RESIZE_1024x1024"></p>
<p><b><u>Clifford Sidings </u></b><u>(OO gauge)</u></p>
<p>Jack Freuville's project ( in Belgium)</p>
<p><b><u>Kineton SMJ</u></b> <u>(N gauge)</u></p>
<p>Leamington & Warwick MRS early BR days layout in the process of construction.</p>
<p><b><u>Fenny Compton</u></b> <u>(OO gauge)</u></p>
<p>Jack Freuville's project ( in Belgium)</p>
<p><b><u>Byfield </u></b><u>(OO gauge)</u></p>
<p>Northampton Byfield Group's 1930s layout.</p>
<p><b><u>Woodford</u></b> <u>(OO gauge)</u></p>
<p>Woodford MRC layout at Woodford Halse Social Club, sometimes viewable at special open days at this members only club. <b>Byfield</b> being added to this huge layout.</p>
<p><img alt="Woodford 'North' Junction" src="http://storage.ning.com/topology/rest/1.0/file/get/1409817305?profile=RESIZE_1024x1024"></p>
<p><b><u>Blakesley</u></b> <u>(OO gauge)</u></p>
<p>Si Donald’s project.</p>
<p><img width="737" height="491" alt="IMG_2073" src="http://storage.ning.com/topology/rest/1.0/file/get/1328706851?profile=RESIZE_1024x1024"></p>
<p><b><u>Blakesley </u></b><u>(? gauge)</u></p>
<p>A model of Blakesley station was made around 1968 by lady modeller Vivien Thompson from a drawing by draughtsman Bill Ibbott. Info required.</p>
<p><b><u>Towcester</u></b> <u>(OO gauge)</u></p>
<p>Seen in the 1970s at the old Birmingham Science Museum, does it still exist in store somewhere?</p>
<p><b><u>Towcester</u></b> <u>(OO gauge)</u></p>
<p><u><a href="http://storage.ning.com/topology/rest/1.0/file/get/1670937317?profile=original" target="_self"><img width="737" class="align-full" src="http://storage.ning.com/topology/rest/1.0/file/get/1670937317?profile=original"></a></u></p>
<p>Mike Hemmings‘ project. LMS period layout.</p>
<p><strong><u>Towcester</u></strong> <u>(N gauge)</u></p>
<p>Brian Elphick’s project.</p>
<p><b><u>Towcester in the 1970s</u></b> <u>(OO gauge)</u></p>
<p>John Norton & George Woodcock’s ‘what if’ layout which has featured in magazines and appeared at some model railway exhibitions.</p>
<p><img width="737" height="518" alt="image" src="http://storage.ning.com/topology/rest/1.0/file/get/1328706649?profile=RESIZE_1024x1024"></p>
<p></p>
<p><b><u>Blisworth SMJR</u></b> <u>(O gauge)</u></p>
<p>Kettering & District MRS layout. </p>
<p> </p>
<p><b>A historic model railway link with the East & West JR</b></p>
<p>One of the first model railway layouts to feature scenery, if not the very first, was that built by CW Bartholomew at Blakesley Hall around 1900. He was a big shareholder in the E&WJR at a time when the GCR was thinking of taking over the E&WJR route. His father Charles had strong links with the MS&LR ( later to become the GCR) having been a director of one of its constituents, the South Yorkshire Railway as well as owning Wombwell Colliery. It was clockwork, probably O gauge and supplied by Bassett – Lowke of Northampton. George Bailey (a labourer at the hall) had the job of building the scenery for the squire and thus was truly an unsung pioneer of model railways.</p>
<p></p>
<p style="text-align: right;">Dick Bodily (26th February 2014)</p> Extracts from Blakesley Signalbox registers (kindly supplied by Robin Cullup)tag:thesmjr.ning.com,2014-04-22:3138568:Page:617092014-04-22T19:28:52.615ZDick Bodilyhttps://thesmjr.ning.com/profile/Dick
<p>Robin Cullup has kindly allowed me to put these extracts from a Blakesley Signalbox register, which came into the possession of himself from the late Ian Lyman, onto this webpage. The original register, which is in a terrible condition having been partially eaten by mice while at Blakesley, is now being preserved at the Midland Railway Society’s Archive at Silk Mill. Robin must have spent a great deal of time and effort extracting and typing up this information from the…</p>
<p>Robin Cullup has kindly allowed me to put these extracts from a Blakesley Signalbox register, which came into the possession of himself from the late Ian Lyman, onto this webpage. The original register, which is in a terrible condition having been partially eaten by mice while at Blakesley, is now being preserved at the Midland Railway Society’s Archive at Silk Mill. Robin must have spent a great deal of time and effort extracting and typing up this information from the damaged pages of the original.</p>
<p sizset="false" sizcache07989486758428803="278.71828182845905 34 6" sizcache09259352130831437="12133.718281828458 30 336"><a href="http://storage.ning.com/topology/rest/1.0/file/get/1670936298?profile=original" target="_self" sizset="false" sizcache07989486758428803="278.71828182845905 34 6" sizcache09259352130831437="12133.718281828458 30 336"><img src="http://storage.ning.com/topology/rest/1.0/file/get/1670936298?profile=RESIZE_1024x1024" width="750" class="align-center"></a></p>
<p> </p>
<p>An amusing aside on the rodent problem at Blakesley follows. Sometime in the late ‘50s Cecil Smart the stationmaster complained to a guard of a passing train about the plague of mice that was eating his paperwork. I better explain that dear old Cecil, a real Blakesley local character who caused no one any offence, for some unexplainable reason was the subject of many well intentioned jokes from fellow railwaymen and other visitors to the station such as Ted the coalman who passed on this story to me. The guard advised Cecil to get some of the new metal traps that had just come onto the market.</p>
<p>‘Where do I get those?’ asked Cecil .</p>
<p>‘Woolies in Northampton’, replied the guard.</p>
<p>‘I’m far too busy to go there’, complained Cecil despite the relaxed nature of his job as station master at sleepy Blakesley. To be fair Cecil also ran a smallholding and on Saturdays ardently supported the village football team, managed by Blakesley signalman Tommy Townsend.</p>
<p>So the guard offered to fetch some and Cecil gave him the money. These new metal traps had their instructions printed on them, harbingers of the H & S movement no doubt! They didn’t catch any of Cecil’s mice and he complained vociferously to the guard next time that he arrived at the station. The guard asked to see the traps and pretended to examine them carefully. Finally he looked Cecil straight in the eye and pronounced,</p>
<p> ‘Well, no wonder.... you’ve left the instructions on them’.</p>
<p> ‘What difference would that make?’ irritatedly demanded Cecil.</p>
<p>With a deadpan expression the guard answered ,</p>
<p>‘Well, you don’t expect a mouse to stick its bloody head in there if it can read what’s going to happen to it, do you?’ !!!</p>
<p style="text-align: right;">Dick Bodily and Robin Cullup (24/4/14)</p>
<p> </p>
<p align="center"><span style="text-decoration: underline;" class="font-size-4"><strong>Blakesley Signal Box Train Register</strong></span></p>
<p style="text-align: left;" align="center"><span style="text-decoration: underline;" class="font-size-3"><strong>Bell Codes used in extract below</strong></span></p>
<p style="text-align: left;" align="center"> </p>
<p style="text-align: left;" align="center"><span class="font-size-3">1-3-1 Non passenger coaching stock</span></p>
<p style="text-align: left;" align="center"><span class="font-size-3">1-4 Through freight</span></p>
<p style="text-align: left;" align="center"><span class="font-size-3">2-1-3 Light engine has arrived</span></p>
<p style="text-align: left;" align="center"><span class="font-size-3">2-1-4 ? ?? Possibly trolley arrived through section</span></p>
<p style="text-align: left;" align="center"><span class="font-size-3">2-2-1 Empty coaching stock</span></p>
<p style="text-align: left;" align="center"><span class="font-size-3">2-3 Light engine</span></p>
<p style="text-align: left;" align="center"><span class="font-size-3">3 Pick up freight</span></p>
<p style="text-align: left;" align="center"><span class="font-size-3">3-1 Ordinary passenger</span></p>
<p style="text-align: left;" align="center"><span class="font-size-3">3-2 Unfitted express freight</span></p>
<p style="text-align: left;" align="center"><span class="font-size-3">4 Express passenger !!!</span></p>
<p style="text-align: left;" align="center"><span class="font-size-3">5-5-5 Next block section ie. Morton Pinkney has opened *</span></p>
<p style="text-align: left;" align="center"><span class="font-size-3">7-5-5 Next block section ie. Morton Pinkney has closed*</span></p>
<p style="text-align: left;" align="center"> </p>
<p style="text-align: left;" align="center"><span class="font-size-3">* Morton Pinkney was often switched out with the section extended to the next 'Down' box that being Woodford West. Blakesley had duplicate equipment so that it could link to either box in the 'Down' direction.</span></p>
<p style="text-align: left;" align="center"></p>
<p style="text-align: left;" align="center"> </p>
<p align="center"> </p>
<p style="text-align: center;"><span style="text-decoration: underline;"><span class="font-size-4"><strong>Typical Day – Thursday 24<sup>th</sup> June 1937.</strong></span></span></p>
<p> </p>
<p><em><strong><u>Up Line</u> </strong></em> Bell Code Time arrived Description</p>
<p> </p>
<p> (F.J.R.Butler on duty 10.00 pm 23/6/1937).</p>
<p> 3:2 2.45 am 12.21 am Broom – St Pancras Express Freight</p>
<p> 3 7.28 am 7.12 am Byfield – Blisworth Local goods</p>
<p> 2:1:4 8.05 am Trolley returned 8.50 am Cancelled</p>
<p> 5:5:5 Received X Morton Pinkney @ 8.30 am</p>
<p> Tested through 5/2 2/5 correct</p>
<p> 3:1 9.15 am 7.51 am Stratford - Blisworth </p>
<p> Clock correct 9.00 am</p>
<p> 2:1:4 9.30 am</p>
<p> Trolley arrived back cancelled at 10.20 am</p>
<p> 1:3:1 11.31 am L/E & brake</p>
<p> 3 1.05 pm 9.15 am Stratford – Towcester Local goods</p>
<p> 3:1 1.26 pm 12.15 pm Stratford – Blisworth (11.15 ex Broom)</p>
<p> 3:1 5.02 pm 4.46 pm Byfield – Towcester (return School train) </p>
<p style="text-align: center;">3:1 7.21 pm 6.15 pm Stratford – Blisworth</p>
<p> 7:5:5 Morton Pinkney closed 7.26 pm. Tested 5/2 & 2/5</p>
<p> 3 9.45 pm 6.55 pm Stratford – Blisworth (Attach 3)</p>
<p> 1:4 11.58 pm 9.40 pm Broom – Olney</p>
<p> </p>
<p><em><strong><u>Down Line</u></strong></em></p>
<p> 3 12.43 am 11.52 pm Blisworth – Stratford Local goods</p>
<p> 5 2.08 am 10.40 pm St Pancras – Broom (fitted freight)</p>
<p> 1:4 3.39 am ? 2.00 am Olney – Broom</p>
<p> 3 5.55 am 5.35 am Blisworth – Woodford West</p>
<p> F.J.R. Butler off duty 6.00am R Parry on duty 6.00am</p>
<p> 3:1 9.17 am 8.55 am Blisworth – Stratford (Broom 10.47am)</p>
<p> 4:1 10.38 am 10.46 am Blisworth – Stratford (Mineral)</p>
<p> 4:1 12.55 pm ? special working</p>
<p> 3:1 1.45 pm 1.25 pm Blisworth – Stratford</p>
<p> R Parry off duty 2.00 pm, H Drinkwater on duty 2.00 pm.</p>
<p> 3 2.32 pm 2.05 pm Towcester – Stratford Local goods</p>
<p> 2:1:4 4.06 pm Trolley</p>
<p> 3:1 4.24 pm 4.15 pm Towcester – Byfield (School train)</p>
<p> 3:1 6.45 pm 6.30 pm Blisworth – Stratford</p>
<p> H Drinkwater off duty 10.00 pm, F.J.R.Butler on duty 10.00 pm.</p>
<p> </p>
<p>Up Line – 10 trains, 2 trolley movements</p>
<p>Down Line – 11 trains, 1 trolley movement</p>
<p> </p>
<p><span style="text-decoration: underline;"><em><strong>Various extracts:</strong></em></span></p>
<p> </p>
<p>Tuesday 8.6.1937 Down 10.36 pm Bell code 4 Express passenger</p>
<p> Morton Pinkney closed 11.00 pm</p>
<p>Saturday 12.6.1937 Up 8.12 pm Bell code 4 Express passenger</p>
<p>Friday 16.6.1937 Up 12.06 pm Bell code 4 Express passenger</p>
<p>Wednesday 23.6.1937 Up 3.04 pm Bell code 2:2:1 ECS “put 1 in siding”</p>
<p>Saturday 26.6.1937 Up 5.56 am Bell code 4 Express passenger</p>
<p> Up 11.23 am Bell code 4 Express passenger</p>
<p>Monday 28.6.1937 Up 12.45 pm Bell code 4 Express passenger</p>
<p> Down 4.54 pm Bell code 4 express passenger </p>
<p> </p>
<p>Wednesday 14.7.1937 “Pilot working to be in operation from M Pinkney. Lineman Sheen informed of block failure. Mr Powell left here to take forms through to M Pinkney @ 1.00 pm. Pilot working in operation 1.20 pm”.</p>
<p>“Staff in working order & pilot working cancelled 2.30 pm”.</p>
<p> </p>
<p style="text-align: center;"><span style="text-decoration: underline;"><span class="font-size-4"><strong>Blakesley Signal Box Train Register covering 1946/47</strong></span></span></p>
<p> </p>
<p>Saturday 5<sup>th</sup> October 1946</p>
<p><strong><em><u>Up Line</u> </em></strong> Bell code Time arrived Description</p>
<p> E Kendall on duty 10.00 pm (4.10.1946)</p>
<p> 1:4 1.59 am 11.25 pm ex Stratford</p>
<p> 1:4 4.51 am 12.03 am ex Gloucester</p>
<p> E Kendall off duty 6.00 am, R C Salmon on duty 6.00 am</p>
<p> 3:1 9.34 am 7.45 am Stratford – Blisworth</p>
<p> 1:4 10.46 am ex Barnwood</p>
<p> 1:4 11.44 am 8.47</p>
<p> R C Salmon off duty 12.00 noon A S Allen on duty 12.00 noon</p>
<p> 1:4 1.10 pm 10.27 am ex Stratford</p>
<p> 3 1.46 pm 9.15 am Stratford – Towcester Local goods</p>
<p> 1:4 7.05 pm ? Avonmouth – Somers town “Q”</p>
<p> 3:1 7.33 pm 6.25 pm Stratford – Blisworth</p>
<p> 3 9.33 pm 6.50 pm Stratford – Blisworth Local goods </p>
<p> A S Allen off duty 10.00 pm, E Kendall on duty 10.00 pm.</p>
<p> 1:4 12.36 am 8.30 pm ex Stratford (? to Olney)</p>
<p> </p>
<p><em><strong><u>Down Line</u> </strong></em> 1:4 2.30 am Return 8.30 (? Olney – Stratford)</p>
<p> 1:4 2.55 am 1.45 Blisworth</p>
<p> 1:4 5.35 am Return 11.25 (? Olney – Stratford)</p>
<p> 1:4 7.00 am ? Blisworth – Byfield</p>
<p> 3:1 9.13 am 8.50 am Blisworth – Stratford</p>
<p> 1:4 1.02 pm ?</p>
<p> 3 2.56 pm ? 2.05 pm Towcester – Stratford Local goods</p>
<p> 1:4 4.16 pm ?</p>
<p> 3:1 6.55 pm 6.36 pm Blisworth – Stratford</p>
<p> Morton Pinkney closed 7.46 pm Tested</p>
<p> 1:4 10.32 pm 9.30 pm Blisworth – Stratford</p>
<p> 1:4 12.36 pm Return 4.15</p>
<p> </p>
<p><strong>Wednesday 30<sup>th</sup> October 1946.</strong></p>
<p><em><strong><u>Up Line</u> </strong></em> R Salmons on duty 10.00 pm (29.10.1946)</p>
<p> 1:4 3.45 am</p>
<p> R Salmons off duty 6.00 am, A S Allen on duty 6.00 am</p>
<p> 3:2 7.15 am</p>
<p> Moreton Pinkney opened 8.00 am Tested</p>
<p> 3:1 9.38 am 7.45 am Stratford – Blisworth</p>
<p> (signed) H Sheen lineman 9.40 am – (no reason given)</p>
<p> 1:4 11.10 am (detach 2)</p>
<p> 1:4 11.49 am Barnwood</p>
<p> A S Allen off duty 12.00 noon. To Lamping. E Kendall on duty 12.00 noon</p>
<p> 3:1 1.06 pm 11.58 am Stratford – Blisworth (S.O. in 1948)</p>
<p> 3 1.32 pm 9.31 am Stratford – Towcester Local goods</p>
<p> (Attach 2, detach 1)</p>
<p> 4:1 3.04 pm 11.35</p>
<p> 1:3:1 4.31 pm Engine & brake</p>
<p> 3:1 5.10 pm 4.45 pm Byfield – Towcester (return School train)</p>
<p> 1:4 6.44 pm 4.15</p>
<p> 3:1 7.38 pm 6.25 pm Stratford – Blisworth</p>
<p> 3 10.24 pm 6.55 pm Stratford – Blisworth Local goods0</p>
<p> (Attach 4, detach 2)</p>
<p> 1:4 11.27 pm 8.30 pm ex Stratford (? To Olney)</p>
<p> </p>
<p><em><strong><u>Down Line</u> </strong></em> 1:4 2.25 am</p>
<p> 1:4 4.32 am</p>
<p> 1:4 6.26 am</p>
<p> 3:1 9.15 am 8.50 am Blisworth – Stratford</p>
<p> 1:4 9.34 am </p>
<p> 4:1 1.57 pm Express freight</p>
<p> 3:1 2.50 pm 2.32 pm Blisworth – Byfield</p>
<p> 1:4 3.04 pm 1.30 pm Blisworth </p>
<p> 3 3.55 pm 2.20 pm Towcester – Stratford Local goods </p>
<p> 3:1 4.24 pm 4.15 pm Towcester – Byfield (School train)</p>
<p> 2:3 5.53 pm 2.45 pm ex Olney (Light Engine)</p>
<p> 3:1 7.02 pm 6.36 pm Blisworth – Stratford</p>
<p> Morton Pinkney closed 7.40 pm Tested</p>
<p> E Kendall off duty 10.00 pm, R Salmons on duty 10.00 pm.</p>
<p> 1:4 10.27 pm 9.30 pm Blisworth - Stratford</p>
<p> 1:4 11.46 pm Return 4.15</p>
<p> </p>
<p><strong><u>Extracts from 1946/47 Train register</u></strong></p>
<p> Time Bell Code Description </p>
<p>Monday 26.8.1946 1.32pm 4 Down to (?) Stratford </p>
<p>Thursday 29.8.1946 12.52 pm 4 “ “ “ “</p>
<p>Saturday 28.9.1946 Failure of token instruments between Blakesley and Woodford West Jct. Pilot working from 9.37 pm. Trains “accepted by phone accompanied by pilotman ticket. Morton Pinkney opened & closed 3.25 am (29.9.1946). Through working established 3.30 am.</p>
<p>Tuesday 29.10.1946 9.50 am 4 Down</p>
<p> 3.13 pm 4 Up “Special”</p>
<p>Wednesday 6.11.1946 Fogman sent for 8.15 pm</p>
<p>Friday 15.11.1946 1.31 pm 1:4 Down – “Special B D”</p>
<p>Thursday 21.11.1946 11.31 am 1:4 Down – “Special”</p>
<p> 3.15 pm 2:3 Up – “Special” (Light engine)</p>
<p>Saturday 23.11.1946 1.00 pm 3 “above full train unable to attach” (Local goods)</p>
<p>Tuesday 26.11.1946 10.47 am 1:4 Down – “Special”</p>
<p>Wednesday 27.11.1946 “Instructions from M T Harpur to caution all Down Trains on account of floods. Instruction received 4.30 am until further notice”.</p>
<p> 11.58 pm 1:4 Down – “Special”</p>
<p>Thursday 28.11.1946 11.37 am 1:4 Down – “Special”</p>
<p>Saturday 30.11.1946 1.17 am 1:4 Down – “Special”</p>
<p>Tuesday 3.12.1946 11.14 am 4 Up</p>
<p> 1.39 pm 3 Down - “Above arrived at 1.39 pm Detach 1 wagon 21mins ready to depart at 1.58 pm – found another Blakesley wagon on train no time to set back to detach before passenger train”. Cancelled forward at 2.07 pm. Following local passenger accepted at 2.06 pm, arrived 2.18 pm. Next after this:</p>
<p> 2.47 pm 4 Down</p>
<p>Then: 3.00 pm 3 Local goods shunted previously onto Up road – departs for Morton Pinkney.</p>
<p>Friday 6.12.1946 Crews off local freight “Changing over”.</p>
<p>Friday 13.12.1946 12.21 pm 1:4 Up - “Special”</p>
<p>Saturday 21.12.1946 11.43 pm 2:2:1 Up - ECS</p>
<p>Monday 23.12.1946 1.26 pm 3 Down – “Driver refused to go on”</p>
<p> - ? engine or weather conditions (Local goods)</p>
<p> </p>
<p><strong>April 1947.</strong></p>
<p>Exercise to count the number of train movements per shift.</p>
<p>e.g. Monday/Tuesday 14.4.1947/15.4.1947 <u>Up</u> <u>Down</u></p>
<p> </p>
<p>Shifts: 10.00pm – 6.00am 3 4</p>
<p> 6.00am – 2.00pm 6 3</p>
<p> 2.00pm – 10.00pm <u>3</u> <u>5</u></p>
<p> 12 12</p>
<p> </p>
<p>Friday 9.5.1947 7.50 pm 1:4 Down – “Special”</p>
<p>Friday 23.5.1947 3.17 am 1:4 Down – “Special”</p>
<p>Saturday 24.5.1947 9.25 am 3:1 Detach 1, load Cattle (Local passenger)</p>
<p>Wednesday 28.5.1947 12.15 pm 4 Up “Special”</p>
<p>Friday 30.5.1947 8.23 pm 1:4 Down – “Special”</p>
<p> </p>
<p> </p>
<p> </p>
<p style="text-align: right;">Robin J Cullup 4.3.2014</p>
<p></p>
<p></p>
<p><span style="text-decoration: underline;"><strong>Some notes about the extracts</strong></span></p>
<p>I recently reinterviewed Bob Salmons one of the signalmen whose name appears in the register and asked him some of the questions that various people have raised with me since reading the extracts. Of the people named in the 1937 extract he recalls that FJR Butler and Harold Drinkwater were Blakesley residents and that Harold was still one of the signalmen when Bob himself worked at Blakesley box. But naturally as Bob was still at school in 1937 he can't provide that much information about what went on pre-war. However he sheds some light on the events of 14th July 1937, Linesman Sheen would have tried to locate the source of the signalling fault and Mr Powell who was Blakesley's stationmaster at the time became the 'human Blakesley - Morton Pinkney token' acting as pilot on trains through the section. The fault must have been sorted quickly as piloting only lasted for 70 minutes.</p>
<p></p>
<p>Bob remembers the two other signalmen who were on duty with him during October 1946. Ernie Kendall of Abthorpe was brother of Bill Kendall whose memories formed an article in British Railway Journal No 76. Ernie was later promoted to signalman at Towcester. A S (Stuart) Allen was a Towcester resident who worked at Blakesley signalbox. Linesman H S Sheen may well have arrived at 9.38am on the Stratford - Blisworth, signing the register 2 minutes later for some reason. Bob says that he sometimes brought tokens to Blakesley when a shortage of tokens had occured if several trains had passed in the same direction without a train in the opposite direction to return one and if a further token was likely to be required. Another explanation is that he might have simply signed to show that he had arrived at Blakesley after walking a section. After all there seems to be much inconsistency in the way in which different signalmen kept the non-essential information parts of the register. M T Harper who advised of the flooding that down trains needed to be aware of was the signalling inspector, who could turn up unannounced at any time. Bob says that Mr Harper often travelled on good trains in order to ensure that his imminent arrival was undetected!</p>
<p></p>
<p>'Yard duties' and 'Lamping' that are referred to in the extracts occured when the stationmaster arranged for signalmen to be relieved 2 hours before the end of their shift by the oncoming signalman who worked two hours overtime. Ostensibly this was in order to sheet wagons or service lamps on the two fixed distant signals. In actuality these duties often consisted mainly of tending Blakesley station's award winning flower beds! Stationmaster Cecil Smart also kept a smallholding and supplied the Dower House's head gardener with cow manure in return for top quality bedding plants in abundance.</p>
<p></p>
<p>Several trains were described as 'Special' in the register. Bob explained that these were any workings that were not in the regular working timetable and usually consisted of munitions or military equipment trains to and from Kineton, but banana trains were often listed as 'Special' too. Personally I well remember seeing special working of armoured vehicles and field guns passing through Blakesley in the '50s. Other 'Specials' included passenger excursions to and from Stratford upon Avon which usually ran on Sundays or during Stratford Mop. Presumably these passenger workings would have required a 3 -1 bell code and not the 4 bell code of the up working on 28/5/1947 which remains a bit of a mystery. It is unlikely that in the middle of the day that it was a non stop returning excursion, perhaps it was a diverted (RAF?) troop train.</p>
<p></p>
<p>Thanks again to Bob for sharing his knowledge and memories.</p>
<p></p>
<p style="text-align: right;">Dick Bodily ( July 2014)</p>
<p></p>
<p></p>
<p></p>
<p> </p> Visits to Towcester Station in its last days remembered by Graham Campiontag:thesmjr.ning.com,2013-12-11:3138568:Page:552312013-12-11T14:42:05.140ZDick Bodilyhttps://thesmjr.ning.com/profile/Dick
<p> <a href="http://storage.ning.com/topology/rest/1.0/file/get/1670937006?profile=original" target="_self"><img class="align-full" src="http://storage.ning.com/topology/rest/1.0/file/get/1670937006?profile=original" width="700"></img></a></p>
<p><span style="font-family: georgia,palatino;">Northampton's 44524 seen at Towcester during the early…</span></p>
<p sizset="false" sizcache09287271399084374="419.71828182845905 34 34" sizcache07784388731685832="24330.71828182846 30 1344"> <a href="http://storage.ning.com/topology/rest/1.0/file/get/1670937006?profile=original" target="_self" sizset="false" sizcache09287271399084374="419.71828182845905 34 34" sizcache07784388731685832="24330.71828182846 30 1344"><img class="align-full" src="http://storage.ning.com/topology/rest/1.0/file/get/1670937006?profile=original" width="700"></a></p>
<p><span style="font-family: georgia,palatino;">Northampton's 44524 seen at Towcester during the early '60s</span></p>
<p> </p>
<p>Just noticed that it will be fifty years on 3rd February 2014 since the Woodford West-Blisworth Ironstone Mine section closed completely. Wonder if Tesco could be persuaded to put a plaque up to commemorate it? </p>
<p>Does anyone know when the last freight operated through Towcester, presumably week ending Saturday 1st February.</p>
<p>I got to know the station well at the beginning of the sixties on summer holidays at my grandparents (Grandad had worked on the SMJ and its predecessors from 1897-1947 - his photo is in Arthur Jordan's book - Jim Campion).</p>
<p>Evan Dines ran the whole show and he let me have the run of the place too! Footplate rides and shunting took place on Fowler 4Fs 44491, 44522 and 44524, Stanier Black 5 45191 and Stanier 8F 48658 at various times (engines mostly allocated to Northampton at the time), but the best was in May 1963 when a WD Austerity from Doncaster (90496) turned up on the pick up goods. Mr Dines had a word with the crew and told me to get on the engine as "he wanted to test points and signals". Light engine, we moved off Platform One and over the A5 bridge, before setting back on Platform Three and then just past the signal box turned on to the parallel line, stopped and chimney first set off, the driver telling me not to lean out the cab. At what seemed some speed we ran through the goods shed and over the A5 before stopping and reversing back onto our short train in Platform One.</p>
<p sizset="false" sizcache07784388731685832="22517.71828182846 30 1315"><a href="http://storage.ning.com/topology/rest/1.0/file/get/1670937235?profile=original" target="_self" sizset="false" sizcache07784388731685832="22517.71828182846 30 1315"><img class="align-full" src="http://storage.ning.com/topology/rest/1.0/file/get/1670937235?profile=original" width="737"></a></p>
<p><span style="font-family: georgia,palatino;">Where I had my ride on the Dubdee (Adrian Vaughan collection)</span></p>
<p> </p>
<p>I suspect that Mr Dines arranged all this for me, as rumours of closure were being talked about at this time - was I on the last steam engine to go through the goods shed??</p>
<p>Later that week, a Leicester Midland B.R. Standard 75xxx arrived tender first with a complete break down train heading for Woodford, I took a picture, but sadly with passage of time it has disappeared.</p>
<p sizset="false" sizcache07784388731685832="19827.71828182846 30 1159"><a href="http://storage.ning.com/topology/rest/1.0/file/get/1670936194?profile=original" target="_self" sizset="false" sizcache07784388731685832="19827.71828182846 30 1159"><img class="align-full" src="http://storage.ning.com/topology/rest/1.0/file/get/1670936194?profile=original" width="600"></a></p>
<p><span style="font-family: georgia,palatino;">Black 5 at Towcester in the last few days of SMJR ( Copyright Ron Fisher)</span></p>
<p> </p>
<p>The last steam loco I saw at Towcester was Northampton shed’s 48349 on 12/06/63, but I visited Blisworth Mines several times, the last being on 06/01/66 when all three locos (Ettrick, Blisworth No.1 & No.49) were present. I presume all three were later scrapped?</p>
<p>I managed just one visit to Byfield Mine on 07/05/65 when Cherwell and No.3 Avonside were noted. Charwelton Mine had closed by this date when I paid a visit.</p>
<p>Sadly, my Aunt Dorothy (Dunkley) died last year (2012) but she worked on the railway during the Second World War, firstly at Towcester before being transferred to Roade station. She cycled from Towcester in all weathers, but sometimes Grandad would give her and her bicycle a lift on his P.W. trolley along the railway to the point just before the SMJ crossed the West Coast Main Line! (Probably the old connection into Roade station).</p>
<p>Graham Campion ( Dec 2013)</p> The Blakesley Miniature Railwaytag:thesmjr.ning.com,2013-05-28:3138568:Page:505802013-05-28T12:29:40.559ZDick Bodilyhttps://thesmjr.ning.com/profile/Dick
<p style="text-align: center;"><strong>NB. The Blakesley Hall site is completely private land and there is no public access at all so please don't trespass.</strong></p>
<p></p>
<p>This pioneering 15” gauge line, which was never officially known in its time as the Blakesley <span style="text-decoration: underline;">Hall</span> Miniature railway although the locomotive Petrolia bore the initials BHMR, was built for C W Bartholomew in the early years of 20<sup>th</sup> Century. It linked his…</p>
<p style="text-align: center;"><strong>NB. The Blakesley Hall site is completely private land and there is no public access at all so please don't trespass.</strong></p>
<p></p>
<p>This pioneering 15” gauge line, which was never officially known in its time as the Blakesley <span style="text-decoration: underline;">Hall</span> Miniature railway although the locomotive Petrolia bore the initials BHMR, was built for C W Bartholomew in the early years of 20<sup>th</sup> Century. It linked his residence, Blakesley Hall (which actually lay in the parish of Woodend), with Blakesley’s East & West Junction Railway station. The layout was much modified throughout its existence from 1903 until around 1944, but at its longest basically consisted of a roughly half mile long main line running from Blakesley station to some cattle sheds beyond the hall. At various times it had a short branch leading off directly to the hall itself, a secondary branch leading to a loop, which together with the main line formed a train turning triangle. It was a dual purpose line; catering for recreational use by passengers on high days and holidays and also to convey hall guests to and from the E&WJR station, but also acting as a supply route to the Hall for essential goods .</p>
<p><b><i><u>Charles William Bartholomew (1850-1919)</u></i></b></p>
<p>CWB was a strange mixture of country squire and playboy; he was a very wealthy man and a member of the Young Conservatives, his family's fortune had been made in the coal mines and canals of South Yorkshire, yet he was a philanthropist who was a friend of George Bernard Shaw among other friends from an opposing political viewpoint . He had a passion for the modern technology of his time which embraced everything from the latest steam locomotives to internal combustion engines. He had a collection of ‘F Moore’ oil coloured photographs of main line locomotives and a garage full of Daimlers and Humbers. CWB's godson, Charles Simpson, was a director and partner of the Locomotive Publishing Company that produced the 'F Moore' series of postcards from the originals.</p>
<p sizcache09053491491610259="168.71828182845905 34 0" sizcache048666745467482025="450.71828182845905 34 2" sizcache01631869270791953="558.718281828459 30 44" sizcache014253968678360462="731.718281828459 30 2" sizcache0538535055733477="6719.718281828459 34 460" sizcache08181864020728571="287.71828182845905 30 14" sizset="false"><a href="http://storage.ning.com/topology/rest/1.0/file/get/1670936427?profile=original" target="_self" sizcache09053491491610259="168.71828182845905 34 0" sizcache048666745467482025="450.71828182845905 34 2" sizcache01631869270791953="558.718281828459 30 44" sizcache014253968678360462="731.718281828459 30 2" sizcache0538535055733477="6719.718281828459 34 460" sizcache08181864020728571="287.71828182845905 30 14" sizset="false"><img width="750" class="align-center" src="http://storage.ning.com/topology/rest/1.0/file/get/1670936427?profile=RESIZE_1024x1024"></a></p>
<p style="text-align: center;"><em>One of CWB's 'F Moore' hand coloured photographs showing a GER Claud Hamilton hauled express which hung in Blakesley Hall. He also had ones of GCR, NBR and GNR Atlantics as well as at least one of the BMR itself.</em></p>
<p> </p>
<p>His father, Charles Bartholomew, Engineer and General Manager of the South Yorkshire Railway, had made a vast fortune investing in coal mines, canals and railways. Charles also owned Wombwell Colliery. Blakesley Hall was a wedding gift in 1876 to CWB and his new wife Lucy but he didn’t actually own the house until his father died in 1895.</p>
<p sizcache0538535055733477="1795.718281828459 34 56" sizset="false" sizcache06620071972859023="14342.718281828458 34 876"><a href="http://storage.ning.com/topology/rest/1.0/file/get/1670936303?profile=original" target="_self" sizcache0538535055733477="1795.718281828459 34 56" sizset="false" sizcache06620071972859023="14342.718281828458 34 876"><img width="600" class="align-center" src="http://storage.ning.com/topology/rest/1.0/file/get/1670936303?profile=original"></a></p>
<p>The marriage only lasted a few years, after which CWB took a new partner, Sarah. They had two children, Ivy and James. CWB provided a bowl for a Great Central Ambulance Challenge Bowl first aid competition in 1911. he further provided a cup for a similar LNWR (SouthernSection) competition which can be seen at Milton Keynes Museum. CWB died in 1919 but his partner Sarah lived there until 1947 when her health declined and she went to live with her son’s family. The hall became derelict and unsafe and was demolished in the 1950s when it was discovered that local children (yours sincerely included!) were playing ‘ghosts’ and ‘hide and seek’ inside it, but the workshops and garage remain as does the garden wall and the farm bungalow. The gatehouse lodges at the entrance to the driveway remain as private dwellings. The site of the gas producer electricity plant and engine shed was bulldozed and levelled in the late 1950s. The land now belongs to Mr Phillip Burt who is building a new Blakesley Hall on the site.</p>
<p>CWB was a pioneer motorist and RAC member owning several motor cars, he installed electric lighting (powered by his own generating plant) and an internal telephone system at the hall. He had large shareholdings in the Great Central and the East & West Junction railways and sometimes unofficially drove the trains on the latter. On one such occasion he overshot the platform at Blakesley and had to set back. By coincidence one of his employees at the hall unaware of who was driving ran along the platform and demanded “What bloody idiot is driving tonight?” only to meet the boss! CWB thought of it as a great laugh, it appealed to his sense of humour and he enjoyed the company of the villagers. In 1901 he had constructed a large clockwork model railway to entertain his children. George Bailey, his decorator and odd job man, who was responsible for the layout, became an unrecognised pioneer of modern model railway practice as he was one of the first people to construct bridges, tunnels, buildings and scenery for a model railway. But CWB wanted something more impressive and in 1903 he got it.</p>
<p><b><i><u>The route</u></i></b></p>
<p><span style="text-decoration: underline;"><strong>Nowadays very little evidence remains of the Blakesley Miniature Railway’s route and the site is strictly private property.</strong></span></p>
<p>Some idea of the layout can be obtained from various sometimes conflicting descriptions in the engineering press of the time and of books produced since, from old photographs and from the few remaining people who can remember it in the final years of its existence. Dr Bob Tebb in his excellent book has made a good job of trying to map the original layout as it probably was. The layout was extensively altered in 1909 when miniature railway pioneer Henry Greenly produced a gradient profile of the main line which gives some indication of the location of bridges and points. From all the fore mentioned sources it is however possible to produce a fairly accurate map of the system as it existed in its later years.</p>
<p sizcache08181864020728571="331.71828182845905 30 36" sizset="false" sizcache00785128985235834="38233.71828182846 34 1747"> <a href="https://storage.ning.com/topology/rest/1.0/file/get/1639707162?profile=original" target="_blank" rel="noopener"><img class="align-center" src="https://storage.ning.com/topology/rest/1.0/file/get/1639707162?profile=RESIZE_710x"></a><a href="http://storage.ning.com/topology/rest/1.0/file/get/1670935814?profile=original" target="_self" sizcache08181864020728571="331.71828182845905 30 36" sizset="false" sizcache00785128985235834="38233.71828182846 34 1747"></a><a href="http://storage.ning.com/topology/rest/1.0/file/get/1670935814?profile=original" target="_self" sizcache08181864020728571="331.71828182845905 30 36" sizset="false" sizcache00785128985235834="38233.71828182846 34 1747"></a></p>
<p> </p>
<p><em>(Sketch map largely based on Dr Bob Tebb's map with alterations based on recently acquired new information)</em></p>
<p> </p>
<p>The original main line ran from the three track corrugated locomotive and carriage shed next to the hall more or less directly towards Blakesley Station, passing through the horse chestnut meadow and crossing the brook by a bridge and incidentally passing from Woodend to Blakesley parish in the process. Shortly to the east of this bridge a circular route diverged to the left using two more bridges to cross the brook and passing the ‘Summerhouse’ folly. Dr Bob Tebb is of the opinion that this circle could be isolated from the main line by means of two set of points so that CWB’s children could drive around it without interfering with trains using the main route. This arrangement is better understood by referring to the map. To the right a separate branch passed through a double gateway in the hall’s garden wall directly to the hall. This gateway still remained in 2013. There was no station at this end of the line. At the far end of the meadow another branch which linked with the circle trailed in forming a turning triangle. From here the line passed by means of a shallow cutting through a plantation of conifers and laurels towards Blakesley station, as the track separated only from the E&WJR line by originally a laurel hedge, soon to be replaced by an iron fence, actually utilised the E&WJR main line’s route passing under SMJR bridge 24 (the road bridge that is still in situ and carries the road from Blakesley village towards Woodend) in the process. CWB must have had a lot of influence to get permission for that!!</p>
<p sizset="false" sizcache07327889224610294="6723.718281828459 30 381"><a href="http://storage.ning.com/topology/rest/1.0/file/get/1670937147?profile=original" target="_self" sizset="false" sizcache07327889224610294="6723.718281828459 30 381"><img width="637" class="align-center" src="http://storage.ning.com/topology/rest/1.0/file/get/1670937147?profile=original"></a></p>
<p style="text-align: center;"><em>The fence separating the BMR from the SMJ as they passed together under Bridge 24 can be seen to the right of the crossing trespass warning sign. However did CWB get permission for such a setup? !!!!</em></p>
<p> </p>
<p>The Blakesley Miniature Railway had its own little wooden platform next to the E&WJR’s down platform. There was a ticket office and a rustic wooden waiting shelter. Between this platform and bridge 24 a branch curved off sharply towards the E&WJR’s siding, crossing the station approach road turning in another tight curve towards the E&WJR’s siding’s buffer stop. It's probable that originally the station was located on this siding before the road crossing was reached. What is definite fact is that this original station had a run around loop. In the late 50's, long after the track had been removed a dip in the road was noticable which would jolt Ted Botterill's coal lorry as we passed over it. 'Hang on to your seat, boy," he would say to me, " 'cause we are just about to go over the Squire's railway!" It’s likely that this freight branch beyond the roadway was hardly ever worked by locomotives. It is known that workers from the hall manually pushed tipper wagons along this branch and on occasions all the way back to the hall! It’s possible but unlikely that at one time this branch ran in the opposite direction (ie. away from the buffers) as shown in Cooke’s SMJ diagrams. One centegenarian I interviewed was of this opinion, but Bob Salmons who actually worked on the BMR for a short while in the 1940s confirmed that then the branch ran towards the buffers. Contemporary photographs from 1909 onwards also show the branch turning towards the E&WJR siding's buffers.</p>
<p>When the locomotive Blacovesley was acquired in 1909 the curvature of bends had to be lessened from 80 ’radius to 100’ radius and around this time much of the circle and the northern line of the turning triangle were taken out of commission. About this time a turntable was installed at the engine shed. Part of the circle was believed to have been retained in use as a branch for leisure use or for the maintenance of the ‘Summerhouse’ folly or for timber haulage. In my opinion possibly one curve from the main line towards the folly, the turnout of which was located to the east of the easternmost bridge, may have been constructed with an easier curvature some time after the arrival of ‘Petrolia’ and not been part of the original layout, but this is just my conjecture. Probably the western most bridge was the first to go. The girders formed of old flat bottomed rail of the redundant middle bridge which had carried part of the circle remained intact to the 1950s at least.</p>
<p>The late Doug Blake's researches into the use of the hall as a showground lead him to a detailed map of the layout of the Blakesley Horticultural & Agricultural Show that was held at the Hall in 1910. This coincidentally also shows the BMR main line being in place but with no sign of the branch that went through the gateway in the wall, nor of the circle. It appears that the main line bridge over the brook might have been relocated slightly further west than before and at a narrower diagonal angle, which would have involved a slight change in the allignment of the main line itself. This might explain the unfamiliar look of some of the published photos of bridges on the line. Furthermore, erosion of the brook's meanders over a century plus has lead to the brook's path changing in the meantime which adds to the confusion.</p>
<p>The main line was extended to the farm bungalow in 1909 and to the cowshed the following year. Gradients on this extension were quite severe as much as 1 in 24 approaching the bungalow and probably fiercer still towards the cowshed. The original layout had virtually no taxing gradients at all much being virtually level.</p>
<p>When I was a child I heard unsubstantiated stories that the line originally ran from a point roughly halfway along the cutting and crossed a bridge over the brook reaching the hall on the opposite side from the established route, or alternatively ran on a circular extension from the main house branch right around to where the 'Back Brook' boating lake was later constructed. Jordan's inaccurate map supports the first route to some extent. There certainly was the remains of a substantial bridge over the brook in place as late as the early '50s, but this most likely was built as a brook crossing for the footpath from School Lane to Woodend which CWB falsely claimed he had received permission to close and which fell into disuse. However I don't think that the first route could have been used as the line would have been the wrong side of the hall for serving its kitchens or its electricity plant. would have encroached on the cricket pitch and there is no mention either in contemporary articles about the BMR.</p>
<p>As for a loop extension of the main house branch, that might possibly have been the case, but extensive landscaping when the 'Back Brook' was constructed and also bulldozing when the hall was demolished would have destroyed any evidence of the existence of such a route. It also would either have predated the accepted 1903 dating of the start of the BMR or been in place for a very short while between 1906 and 1909. However Phil Kingston thought that this had been the case and that it formed a circular route through the gardens. Born around the turn of the century he might have been just old enough to have remembered seeing such a route but may well have been told first hand about it by someone who knew of its existence. My grandmother, who was about twenty years older and moved to Blakesley around 1890, was also of the opinion that there had been a line where the back brook was later constructed. We will probably never know the truth. The annoying thing is that over half a century ago I knew village people much older than Phil (both my grandparents worked for CWB for a while) who would have been able to have told me if this was true if I had been interested enough to ask at the time. There were after all various village myths about the hall: that the chestnut meadow was haunted by a Grey Lady, that there was a secret tunnel from the 'Summerhouse' to the hall, that a ghost train ran along the BMR route after its closure and that mysterious lights could be seen coming from the deserted hall before its demolition. Actually the last myth can be explained. There was a definite link to the fact that several village lads when asked what they wanted for Christmas surprised their parents by requesting powerful torches!</p>
<p>The track consisted of 12lb to the yard rail supported by pressed steel sleepers and a deep layer of granite ballast. Strangely, originally the bridges had the track laid directly on wooden planks which lay on girders made from old railway rail and spaced 15” apart, but by around 1909 the main line bridge at least had received ballast. Alongside the track were metal poles which supported telegram and electricity cables. The latter cables supplied power for signalling as well as for lamps which were attached to these posts. Signalling, on the rare occasions that it was actually used, was by ‘state of the art’ Sykes electric banners. Another unusual feature of the line was the metal gates which had to be manually opened and closed for the passage of trains in order to keep in place the Jacob’s Sheep and other livestock which grazed on the estate.</p>
<p><b><i><u>Locomotives & rolling stock</u></i></b></p>
<p><span style="text-decoration: underline;"><strong><i>The Cagneys</i></strong></span></p>
<p sizcache014253968678360462="4610.718281828459 30 362" sizset="false" sizcache00785128985235834="8256.718281828458 34 246"><b sizcache014253968678360462="4610.718281828459 30 362" sizset="false" sizcache00785128985235834="8256.718281828458 34 246"><i sizcache014253968678360462="4610.718281828459 30 362" sizset="false" sizcache00785128985235834="8256.718281828458 34 246"><a href="http://storage.ning.com/topology/rest/1.0/file/get/1670937208?profile=original" target="_self" sizcache014253968678360462="4610.718281828459 30 362" sizset="false" sizcache00785128985235834="8256.718281828458 34 246"><img width="504" class="align-center" src="http://storage.ning.com/topology/rest/1.0/file/get/1670937208?profile=original"></a></i></b></p>
<p sizcache014253968678360462="4700.718281828459 30 407" sizset="false" sizcache06620071972859023="4492.718281828459 34 259" sizcache00785128985235834="39993.71828182846 34 1790" sizcache013677477861216602="4659.718281828459 34 729"><a href="http://storage.ning.com/topology/rest/1.0/file/get/1670935939?profile=original" target="_self" sizcache014253968678360462="4700.718281828459 30 407" sizset="false" sizcache06620071972859023="4492.718281828459 34 259" sizcache00785128985235834="39993.71828182846 34 1790" sizcache013677477861216602="4659.718281828459 34 729"><img width="600" class="align-center" src="http://storage.ning.com/topology/rest/1.0/file/get/1670935939?profile=original"></a></p>
<p style="text-align: center;"><em>The childen on the loco are Ivy and James Bartholomew, the youth</em> <em>far right Percy Wyatt. The bearded man is Mark Groom whose firm later built 'Petrolia'.</em></p>
<p>The original locomotive acquired in 1903 was a Cagney 4-4-0 locomotive, typically 19<sup>th</sup> century classic American eight wheeler in style of design. It remained on the line until the 1930s but was seldom steamed after the petrol locomotives arrived. It was modified by the fitting of a wooden running board to the tender noticeable in the photographs attached to this article, which makes it easily identified from other Cagneys including the other Cagney that was at Blakesley for a short period. It eventually ended up at the Deans Mill Railway but has not survived. It came as part of a kit with a train of small 4 wheeler 6 seater coaches. CWB soon modified the rolling stock by combining three of the coach bodies onto a longer frame with two bogies underneath. Three such coaches were constructed. Other spare bogies were used to make a long platform wagon. One bogie has survived into preservation.</p>
<p><a href="http://storage.ning.com/topology/rest/1.0/file/get/1670939659?profile=original" target="_self"><img width="750" class="align-center" src="http://storage.ning.com/topology/rest/1.0/file/get/1670939659?profile=RESIZE_1024x1024"></a></p>
<p style="text-align: center;"><em>Strumpshaw's Cagney, almost certainly the one that ran on the BMR for a short while.</em></p>
<p></p>
<p>A similar Cagney locomotive which possibly didn't belong to the BMR was used on the line for a short while and this is firmly believed to be the one preserved at Strumpshaw Hall. Phil Kingston who lived just up the road from the hall in Blakesley Road, Woodend as a young boy and who would have known the railway was certain that at one time CWB owned two Cagney engines. If this was the case the Strumpshaw loco didn't stay at Blakesley for long.</p>
<p><span style="text-decoration: underline;"><b><i>‘Petrolia’</i></b></span></p>
<p sizcache014253968678360462="4724.718281828459 30 419" sizset="false" sizcache06620071972859023="6654.718281828459 34 371" sizcache00785128985235834="10862.718281828458 34 362" sizcache013677477861216602="4683.718281828459 34 741" sizcache030293032295859806="4346.718281828459 30 186"><b sizcache014253968678360462="4724.718281828459 30 419" sizset="false" sizcache06620071972859023="6654.718281828459 34 371" sizcache00785128985235834="10862.718281828458 34 362" sizcache013677477861216602="4683.718281828459 34 741" sizcache030293032295859806="4346.718281828459 30 186"><i sizcache014253968678360462="4724.718281828459 30 419" sizset="false" sizcache06620071972859023="6654.718281828459 34 371" sizcache00785128985235834="10862.718281828458 34 362" sizcache013677477861216602="4683.718281828459 34 741" sizcache030293032295859806="4346.718281828459 30 186"><a href="http://storage.ning.com/topology/rest/1.0/file/get/1670935747?profile=original" target="_self" sizcache014253968678360462="4724.718281828459 30 419" sizset="false" sizcache06620071972859023="6654.718281828459 34 371" sizcache00785128985235834="10862.718281828458 34 362" sizcache013677477861216602="4683.718281828459 34 741" sizcache030293032295859806="4346.718281828459 30 186"><img width="600" class="align-center" src="http://storage.ning.com/topology/rest/1.0/file/get/1670935747?profile=original"></a></i></b></p>
<p><em>Petrolia as originally built, note the steam loco chimney style exhaust and the radiator on the rear of the tender</em></p>
<p> </p>
<p>In 1905 ‘Petrolia’ was constructed by Groom & Tattersall of Towcester although it was probably assembled at Blakesley Hall's workshop. A bill for the foundry supplying 'Petrolia' to CWB has recently come to light. CWB and his engineer and regular engine driver Alec Wyatt were very much involved in the design and build of this 4-4-4 loco which had a 8hp single cylinder internal combustion engine of around 100 cubic inches displacement. It was strange looking device but performed well in its original condition. It could pull a train of 6 tippers at around 16mph and was even used to deliver the equipment for the electricity plant weighing 8 tons loaded on the platform wagon from Blakesley station to the hall. It was predominantly used for goods workings but could quickly be put into use to pick up any unexpected guests arriving at the E&WJR station. Unfortunately it was unsuccessfully rebuilt as a 0-4-4T steam outline loco by Bassett-Lowke in 1910 and this led to much animosity between CWB and Greenly.</p>
<p></p>
<p sizcache014253968678360462="4756.718281828459 30 435" sizset="false" sizcache06620071972859023="11544.718281828458 34 787" sizcache00785128985235834="12172.718281828458 34 402" sizcache013677477861216602="4715.718281828459 34 757" sizcache01089698314691468="246.71828182845905 34 20" sizcache09692090714326925="2514.718281828459 30 287"><a href="http://storage.ning.com/topology/rest/1.0/file/get/1670935952?profile=original" target="_self" sizcache014253968678360462="4756.718281828459 30 435" sizset="false" sizcache06620071972859023="11544.718281828458 34 787" sizcache00785128985235834="12172.718281828458 34 402" sizcache013677477861216602="4715.718281828459 34 757" sizcache01089698314691468="246.71828182845905 34 20" sizcache09692090714326925="2514.718281828459 30 287"><img width="750" class="align-center" src="http://storage.ning.com/topology/rest/1.0/file/get/1670935952?profile=RESIZE_1024x1024"></a></p>
<p style="text-align: center;"><em>The rebuilt 'Petrolia' at the BMR station. Note the rustic waiting shelter and the tippers.</em></p>
<p> </p>
<p>It was seldom used afterwards. It may have also been acquired by the Deans Mill Railway and possibly parts of it have survived into preservation.</p>
<p> </p>
<p><span style="text-decoration: underline;"><b><i>‘Blacolvesley’</i></b></span></p>
<p sizcache014253968678360462="4528.718281828459 30 321" sizset="false" sizcache06620071972859023="11498.718281828458 34 764" sizcache00785128985235834="33887.71828182846 34 1379"><a href="http://storage.ning.com/topology/rest/1.0/file/get/1670935439?profile=original" target="_self" sizcache014253968678360462="4528.718281828459 30 321" sizset="false" sizcache06620071972859023="11498.718281828458 34 764" sizcache00785128985235834="33887.71828182846 34 1379"><img width="426" class="align-center" src="http://storage.ning.com/topology/rest/1.0/file/get/1670935439?profile=original"></a></p>
<p style="text-align: center;"><em>Back (L to R) Frederick Green , Alec Wyatt, Henry Greenly, Percy Wyatt</em></p>
<p style="text-align: center;"><em>Front (L to R) W J Bassett-Lowke, 'Blacolvesley', C W Bartholomew</em></p>
<p> </p>
<p>This locomotive was introduced in 1909 and was built by Henry Greenly at Bassett–Lowke in Northampton.</p>
<p sizcache014253968678360462="4814.718281828459 30 464" sizset="false" sizcache00785128985235834="32903.71828182846 34 1263" sizcache013677477861216602="4737.718281828459 34 768" sizcache025441994053369354="4232.718281828459 34 189"><a href="http://storage.ning.com/topology/rest/1.0/file/get/1670936270?profile=original" target="_self" sizcache014253968678360462="4814.718281828459 30 464" sizset="false" sizcache00785128985235834="32903.71828182846 34 1263" sizcache013677477861216602="4737.718281828459 34 768" sizcache025441994053369354="4232.718281828459 34 189"><img width="600" class="align-center" src="http://storage.ning.com/topology/rest/1.0/file/get/1670936270?profile=original"></a></p>
<p style="text-align: center;"><em>Alec Wyatt with 'Blacolvesley' on the main line bridge over the brook </em></p>
<p> </p>
<p>It was a steam outline 4-4-4T powered by a NAG petrol engine with was chosen because it had a narrow enough crankcase to fit into the tiny 15" gauge engine. Transmission through a Charles Wicksteed of Kettering built state of the art three speed synchromesh gearbox. It could use all three gears when running in reverse through a separate gearbox. Incidentally Wicksteed gave up making gearboxes when he found it difficult to sell them and concentrated on building children's playground large apparatus such as slides and swings, many of which were installed at the famous Wicksteed Park at Kettering. But proof of the reliability of the Wicksteed gearbox is that it still remains in the engine to the present day. Extremely handsome and modern looking it also proved to be quite reliable, reasonably powerful and fast. In trials it reached 32mph. It had elements of Bassett-Lowke's 'Little Giant' steam engines and of LNWR Precursor tanks in its appearance. The engine's exhaust was sent through the 'chimney', with louvres underneath the 'smokebox' a draught was thus provided to help cool its 'smokebox' located radiator. Nevertheless cooling issues continued to crop up throughout its regular working lifetime. </p>
<p>It first appeared in primer in 1909 but was soon painted in two shades of green both similar to Great Northern Railway Green in time for the Blakesley Show held annually at Blakesley Hall. It was timed at 32mph under test conditions along the cutting section of the main line. It remained the mainstay locomotive until the line’s demise. After it belonged to several other owners on various lines, including being renamed ‘Yvonne’ while at the Redlands Railway and then as ‘Elizabeth‘ to honour our present Queen’s coronation in 1953 while at the Saltburn Railway. More recently it was acquired by Dr Bob Tebb who has superbly restored to as near original condition as possible bearing in mind that at some point its NAG engine had been replaced by an Austin 8hp one. He sometimes keeps it at Ravenglass on the ‘Ratty’. Its the oldest surviving internal combustion railway loco in the world, although it is predated by the recently restored NER railcar which has a petrol engine powering a generator in what is basically an electric railcar.</p>
<p sizcache014253968678360462="4482.718281828459 30 298" sizset="false" sizcache00785128985235834="26446.71828182846 34 835" sizcache013677477861216602="4757.718281828459 34 778" sizcache09692090714326925="2255.718281828459 30 219" sizcache05995783496250109="1234.718281828459 30 78"><a href="http://storage.ning.com/topology/rest/1.0/file/get/1670935973?profile=original" target="_self" sizcache014253968678360462="4482.718281828459 30 298" sizset="false" sizcache00785128985235834="26446.71828182846 34 835" sizcache013677477861216602="4757.718281828459 34 778" sizcache09692090714326925="2255.718281828459 30 219" sizcache05995783496250109="1234.718281828459 30 78"><img width="748" class="align-center" src="http://storage.ning.com/topology/rest/1.0/file/get/1670935973?profile=original"></a></p>
<p style="text-align: right;" sizset="false" sizcache00785128985235834="23622.71828182846 34 710"><i sizset="false" sizcache00785128985235834="23622.71828182846 34 710">Copyright Dr Bob Tebb</i></p>
<p sizcache014253968678360462="4470.718281828459 30 292" sizset="false" sizcache00785128985235834="29408.71828182846 34 950" sizcache013677477861216602="5120.718281828459 34 880" sizcache09692090714326925="2269.718281828459 30 226"><i sizcache014253968678360462="4470.718281828459 30 292" sizset="false" sizcache00785128985235834="29408.71828182846 34 950" sizcache013677477861216602="5120.718281828459 34 880" sizcache09692090714326925="2269.718281828459 30 226"><a href="http://storage.ning.com/topology/rest/1.0/file/get/1670936076?profile=original" target="_self" sizcache014253968678360462="4470.718281828459 30 292" sizset="false" sizcache00785128985235834="29408.71828182846 34 950" sizcache013677477861216602="5120.718281828459 34 880" sizcache09692090714326925="2269.718281828459 30 226"><img width="737" class="align-center" src="http://storage.ning.com/topology/rest/1.0/file/get/1670936076?profile=original"></a></i></p>
<p style="text-align: center;"><i>'Blacolvesley' in 2012</i></p>
<p><span style="text-decoration: underline;"><em><strong>Rolling stock</strong></em></span></p>
<p>The tiny Cagney long wheelbase four wheel four seater carriages that were originally acquired by CWB were considered unsuitable for the BMR sharp curves and turnouts so he had three of them at a time mounted onto new steel frames each supported by two bogies which utilised the redundant wheels and axles, thus producing three bogie carriages. Each had seated 18 adults or considerably more children. The remaining axles were used to produce a low loader bogie wagon which could be used for moving large pieces of felled timber or any heavy load. </p>
<p>Coke for the gas producer plant was conveyed in side tipping V shaped cross section trucks acquired in 1905 that were possibly of German origin. They had a capacity of around 5cwt and empty weighed around 5cwt also. They were also put to various other uses including the movement of firewood and general provisions.</p>
<p><b><i><u>Traffic</u></i></b></p>
<p>Passenger trains ran as required to transport parties of guests to and from the Bartholomew residence. Extensive services were put on at high days and holidays. Combined tickets costing 6d or 1/- were available when Blakesley Agricultural & Horticultural Show took place each year. The ticket shown could not have been issued as it is known that tickets were punched. At one time I was in possession of the actual hand punch that was used but unfortunately it was lost in a house move many years ago. It was small in size possibly so a child could do the job and clipped out a triangular ended section of the ticket.</p>
<p sizcache014253968678360462="4456.718281828459 30 285" sizset="false" sizcache00785128985235834="27348.71828182846 34 853" sizcache013677477861216602="5106.718281828459 34 873" sizcache09692090714326925="2291.718281828459 30 237"><a href="http://storage.ning.com/topology/rest/1.0/file/get/1670936223?profile=original" target="_self" sizcache014253968678360462="4456.718281828459 30 285" sizset="false" sizcache00785128985235834="27348.71828182846 34 853" sizcache013677477861216602="5106.718281828459 34 873" sizcache09692090714326925="2291.718281828459 30 237"><img width="737" class="align-center" src="http://storage.ning.com/topology/rest/1.0/file/get/1670936223?profile=original"></a></p>
<p>In addition the family ran trains for their own amusement and CWB’s children were able to drive the Cagney, often supervised by Alec Wyatt’s son, Percy. Recovering soldiers who were hospitalised at the hall during World War I also were treated to passenger rides.</p>
<p>Coke was brought by tipper trucks from the siding in Blakesley goods yard to the gas producer electricity plant and coal delivered to the hall’s fires and kitchen. Often these tippers were pushed manually along the line. In the early days two young men with learning difficulties were employed to keep a steady supply of coke and coal available by these means. Recently the late Miss Olive Shepherd of Blakesley recalled often seeing ‘Blacolvesley’ hauling tippers while waiting for the morning LMS school train to Towcester during the 1930s. After the locomotives left the line manually propelled trucks were again used for a short while with anyone of the hall’s male staff being required to do the job. (see the page ‘Bob Salmons- Signalman’ on this website)</p>
<p>Fallen timber and other heavy loads were handled on the bogie flat wagon and presumably other goods brought into the hall travelled on this truck although it must be remembered probably not food as the hall was self sufficient in fruit and vegetables and there was a butcher with a slaughter house and a baker in the village.</p>
<p><b><i><u>Timeline</u></i></b></p>
<p>1903 - Blakesley Miniature Railway opened with a Cagney steam loco as motive power.</p>
<p>1904 - another Cagney and set of Cagney four-wheeled coaches either visited or were acquired temporarily. This second Cagney is almost certainly the one preserved at Stumpshaw Hall Steam Museum in Norfolk.</p>
<p>1905 - ‘Petrolia’ was built and the tipper trucks bought.</p>
<p>1906 - some work to the route was reported as being on-going</p>
<p>1909 - line remodelled, much of the circle and triangle abandoned. Extension to the farm bungalow. The branch through the gateway may well have been abandoned by now. ‘Blacolvesley’ arrived on 11<sup>th</sup> September. Cagney loaned to Sutton Hall Railway.</p>
<p>1910 – line extended to cattle sheds, now 804 yards long in total. ‘Petrolia’s’ disastrous rebuild. .</p>
<p>1912 – visited by The Railway Club.</p>
<p>1914 – Cagney returned by Sutton Hall Railway.</p>
<p>1919 – C W Bartholomew died on 29<sup>th</sup> April.</p>
<p>1923 – unsuccessful attempt to sell the Cagney.</p>
<p>c. 1928/9 – extension beyond bungalow abandoned.</p>
<p>1932 – last usage as a link to Blakesley Show.</p>
<p>1935 – opened to celebrate King George V’s Silver Jubilee.</p>
<p>1937 – opened to celebrate King George VI’s coronation.</p>
<p>1936 – Cagney and possibly ‘Petrolia’ and some track sold to Deans Mill Railway.</p>
<p>1942 – ‘Blacolvesley’, the remaining coaches and possibly some track were somehow obtained from the Bartholomews by the notorious ‘Lady Bountiful’ Miss Dorothy Elliot JP, long term family friend and secretary of Wombwell Colliery. It later transpired that she had embezzled £91,630 from the colliery funds, for which she was imprisoned. The sale of her house and possessions raised £21,000 towards repaying the stolen money.</p>
<p>1942 – c. 1944 – the main line track still remained in place to the generator plant, coke was manually pushed in tippers along the line.</p>
<p>c.1946 – the remains of the line were lifted and the wagons scrapped.</p>
<p>1947 – Blakesley Hall was abandoned after an auction sale of its contents when Sarah moved to her son’s house in Norfolk.</p>
<p>1949 – the grounds were sold to the Hesketh family but later changed hands several times.</p>
<p>1953 – Sarah died aged 89.</p>
<p>1957 – Blakesley Hall was demolished.</p>
<p><b><i><u>Acknowledgements</u></i></b></p>
<p>The late Doug Blake, Dr Bob Tebb, Bob Salmons, the late John Butler, Ann Weekley, the SMJ Society members & the late Olive Shepherd for sharing their knowledge. Philip Burt for granting me permission to pay a visit to this private sensitive site.</p>
<p><b><i><u>Bibliography</u></i></b></p>
<p>‘Blakesley Hall & its Miniature Railway’ and various other books by Phil B Kingston</p>
<p>‘The Blakesley Miniature Railway and the Bartholomew Family’ – Dr Bob Tebb (Silver Link 2009)</p>
<p>‘Beside the Crooked Brook’ – Doug Blake (self published in 2009)</p>
<p>'Astride the Hill of Knowledge' -- Doug Blake (self published in 2013)</p>
<p> </p>
<p> Updated March 2019 Dick Bodily</p> How the SMJR was linked to Gayton and Blisworth Ironstone Quarriestag:thesmjr.ning.com,2013-03-05:3138568:Page:451512013-03-05T20:26:05.459ZDick Bodilyhttps://thesmjr.ning.com/profile/Dick
<p>This webpage is primarily concerned with how the Gayton and Blisworth quarries were linked to the SMJR system, but for reasons of clarity I have also described the nearby link to the LNWR (West Coast) main line. For convenience I have decided to label the various links with letters of the alphabet so that they can easily be identified on the map. Only limited details of the narrow and standard gauge industrial lines leading to these sidings have been included. I am greatly in debt to…</p>
<p>This webpage is primarily concerned with how the Gayton and Blisworth quarries were linked to the SMJR system, but for reasons of clarity I have also described the nearby link to the LNWR (West Coast) main line. For convenience I have decided to label the various links with letters of the alphabet so that they can easily be identified on the map. Only limited details of the narrow and standard gauge industrial lines leading to these sidings have been included. I am greatly in debt to Barry Taylor for providing great help in the construction of this article. I have also referred to Eric Tonk’s excellent account ‘The Ironstone Quarries of The Midlands Part 3 The Northampton Area’ and taken note of various on site observations by members of the SMJ Society.</p>
<p>The first mention of any siding is July 1878 when the Railway Commissioners arbitrated on a dispute over the rates for carriage of iron ore - the siding is mentioned, but no details given. Whether this was linked to the LNWR or the N&BJR is not known for certain.</p>
<p><span class="font-size-4"><b>Link to the LNWR</b></span></p>
<p>There was a standard gauge line from Gayton Quarry to exchange sidings with the LNWR which led to Gayton Loop on the West Coast Main Line. It’s believed that the majority of ore extracted before 1940 was taken away by this route. At first horses were probably used but a steam engine 0-4-0ST was acquired from Monkton Main Colliery, Yorkshire some time after 1877. It took the wagons to and from the exchange siding <b><i>( labelled D on the map</i></b>) up until 1900, while horses were used for shunting purposes. But when Mr Sparrow took over the quarry in from 1900-1921 he reverted to horse haulage, three wagons at a time right up to the LNWR at Gayton Loop! A footpath passed over the line at Bridge 1a.</p>
<p>Ore was loaded into the standard gauge trucks from chutes near Bridge 2. A double cable incline brought the narrow gauge wagons the last few yards up to the chutes. Bridge 2 was a largely wooden affair which spanned the N&BJR which was built because the NBJR had arrived – the incline was already there and there was some controversy over the fact that the new railway had cut off the quarries from their outlet to the main line, hence the bridge being provided (presumably at the cost of the NBJR). The wagons were brought to this point by a 2’ 10’’narrow gauge system which extended both to the north and south of the bridge. A steam 0-4-0ST named ‘Gayton’ was later joined by a 0-4-0 petrol engine loco, built in 1918 believed by Tonks to have been built by Groom & Tattersall’s of Towcester. This is extremely likely because they had the experience having earlier built another petrol engine locomotive, ‘Petrolia’ for C W Bartholomew’s 15’’ gauge railway at Blakesley. An engine shed stood just south of Bridge 2 and in 2010 Andy Thompson and myself found partly buried rumble in the field at its location. Quarrying finished around 1925. Bridge 2 was destroyed by fire on 26th September 1929.</p>
<p><span class="font-size-4"><b>Links to the SMJR System</b></span></p>
<p>As the main focus of iron ore extraction gradually moved eastwards and southwards so the provision of sidings linked to the SMJR and its forerunner the N&BJR moved eastwards towards Blisworth Junction.</p>
<p><b><i>Siding A on map</i></b></p>
<p>The first loop siding that there is detailed documentary evidence of was linked to N&BJR lay north of the line from a point just west of Bridge 5 to a point just west of Bridge 4. It was called Wheldon’s Siding and was inspected by the Board of Trade on 11<sup>th</sup> April 1881 and lasted until 1888. It was linked to the working quarry face by a probably narrow gauge line of which not a great deal is known other than it was not linked to the more extensive Gayton Quarry narrow gauge system. There was a chute for loading wagons in the siding roughly at the midway point of the loop. A map of this arrangement as it stood in 1881 can be seen In Cooke’s ‘Track Layout Diagrams of the GWR and BR Western Region – Section 29 the SMJR (3<sup>rd</sup> Edition)’ Here's a link to an old OS map ( c. 1885) which Nigel Furniss has found and which shows the layout clearly. This siding had disappeared by 1900.</p>
<p sizset="false" sizcache0989043157312453="6289.718281828459 20 608" sizcache06365646412737835="565.718281828459 26 58" sizcache011790722562246497="1647.718281828459 30 52" sizcache011516215155823689="1137.718281828459 24 59"><a href="http://thesmjr.ning.com/photo/gayton-bridges-5-4-c-1885">http://thesmjr.ning.com/photo/gayton-bridges-5-4-c-1885</a></p>
<p>Here's another link which shows the situation in 1900.</p>
<p sizset="false" sizcache0989043157312453="7681.718281828459 20 674" sizcache06365646412737835="507.71828182845905 26 33" sizcache041606607102887416="2386.718281828459 24 162" sizcache011516215155823689="1115.718281828459 24 48"><a href="http://thesmjr.ning.com/photo/gayton-bridges-5-4-c-1885/next?context=user">http://thesmjr.ning.com/photo/gayton-bridges-5-4-c-1885/next?context=user</a></p>
<p>Tonks doesn’t show the location of this loop in his map of the Gayton’s quarries but describes its rough location and probably wrongly suggests that ore was taken down the cutting side in wagon bodies removed from their wheels.</p>
<p><b><i>Siding ? on map</i></b></p>
<p>Barry Taylor has found some evidence that a siding on the opposite side of the track from this siding and slightly nearer to Blisworth may have opened in 1888. This evidence being a diagram described as of Wheldon’s Siding that was sent to the Board of Trade by the N&BJR which clearly shows a loop siding located south of the line. A chute is shown midway along the siding as well. Here’s a link to a photo of the document. <a href="http://thesmjr.ning.com/photo/wheldons-siding-1888-inspection-of-new-siding?context=latest">http://thesmjr.ning.com/photo/wheldons-siding-1888-inspection-of-new-siding?context=latest</a></p>
<p>Neither Barry nor myself are entirely convinced that this siding existed and feel that the diagram may have been drawn the wrong way around in error. Whoever drew up the various Board of Trade diagrams of Wheldon’s Siding that Barry has inspected was certainly not that good at spelling so perhaps they made other more serious errors. There is no evidence of there being a narrow gauge mineral line to serve such a siding near this point nor of any quarry workings in the immediate vicinity in 1888. However the curvature of the line in the diagram fits the curvature of the N&BJR between Bridges 4 and 3. If there was a siding south of the line it would have opened at the same time as one further east north of the line. Tonks does not mention such a siding but then he only briefly mentions and doesn’t map the next one either.</p>
<p><b><i>Siding B on map</i></b></p>
<p>The second loop siding that we can be definitely sure about opened in 1888 north of the N&BJR line from a point near the Milepost 1 to a point just east of Bridge 2. Detailed diagrams and maps exist of this siding in its various manifestations . This was also possibly incorrectly known as Wheldon’s Siding, indeed it even was named as such on the official 1905 diagram of alterations being made, but later it was described by the SMJR as Blisworth Ironstone Siding. This seems to have confused Tonks in his researches as he seems to have confused the locations of sidings A and B at one point (see page 39). Initially in 1888 it opened as a shortish loop beginning near Milepost 1 and passing under Bridges 3 and 2. A chute stood on the north side of the N&BJR cutting immediately next to the eastern parapet of Bridge 3 for loading wagons below. It is not known exactly how ore arrived at the top of the chute as there was no link to Gayton Quarry’s narrow gauge system. Here’s a link to a picture of it on the Blisworth Images website. ( It's picture 18-09 in Part 1 once you've got to the site)</p>
<p sizset="false" sizcache09613166871588674="2298.718281828459 26 111" sizcache0062442228831514734="661.718281828459 30 36" sizcache041606607102887416="2029.718281828459 24 109"><a href="http://www.blisworth.org.uk/images/Ironstone-part1.htm">http://www.blisworth.org.uk/images/Ironstone-part1.htm</a></p>
<p>The loop was controlled by ground frames operated by an Annetts key that was attached to the train staff. The loop was extended eastwards in 1906 and there is evidence at that time of a direct link to Gayton Quarry’s standard gauge line which seems to have passed through a building, possibly the Gayton quarry’s engine shed, en route! Here’s a link to another of Barry’s maps which shows this.</p>
<p sizset="false" sizcache0062442228831514734="639.718281828459 30 25"><a href="http://thesmjr.ning.com/photo/wheldons-siding-1905-pt3/next?context=latest">http://thesmjr.ning.com/photo/wheldons-siding-1905-pt3/next?context=latest</a></p>
<p>Finally around 1916 the connection at the western end of the loop was taken out turning the loop into a plain siding. However the SMJR Appendix for 1916 warns their staff that trains are only allowed to enter the siding from the eastern end so the loop must have existed intact when this Appendix was written but it seems that the western connection had not been in use for a while previously. </p>
<p style="text-align: center;" sizset="false" sizcache09613166871588674="3518.718281828459 30 115" sizcache0062442228831514734="616.718281828459 34 13" sizcache07125092912768556="923.718281828459 30 38"><a href="http://storage.ning.com/topology/rest/1.0/file/get/1670932719?profile=original" target="_self" sizset="false" sizcache09613166871588674="3518.718281828459 30 115" sizcache0062442228831514734="616.718281828459 34 13" sizcache07125092912768556="923.718281828459 30 38"><img src="http://storage.ning.com/topology/rest/1.0/file/get/1670932719?profile=original" width="450"></a></p>
<p> After a brief period of closure around 1921-2 the siding finally closed for the last time on 27<sup>th</sup> May 1927.</p>
<p><b><i>Sidings at point C</i></b></p>
<p>During the Second World War a new quarry was opened up north of the old A43 Towcester – Northampton road at Blisworth. By this time all other rail connections and narrow gauge tramways had disappeared. It was connected to the SMJR system (by then part of the LMS) by a standard gauge steam worked line. Exchange sidings were laid on the south side of the SMJR line near Bridge 1a. The points that turned into the sidings faced towards Blisworth and were controlled by a ground frame. There were two loops leading from the main siding and the quarry’s line fed into a long headshunt at the west end of the main siding. Here’s a link to Nigel Furniss' photo of what appears to be the ground frame base for this siding system’s entrance from the main SMJ line.</p>
<p sizset="false" sizcache06365646412737835="897.718281828459 26 116"><a href="http://thesmjr.ning.com/photo/mystery-object?context=latest">http://thesmjr.ning.com/photo/mystery-object?context=latest</a></p>
<p>These sidings opened on 20<sup>th</sup> December 1941. No loading chutes were necessary as main line wagons were being taken directly to and from the quarry face. In the 60s BR 27 ton iron wagons were being taken directly from the quarry to these sidings. The quarry finally closed on 30<sup>th</sup> September 1967 being worked by Richard Thomas & Baldwins Ltd at the time. Altogether at different times 6 different 0-4-0ST and 0-6-0ST locos worked from the quarry face to the exchange sidings. In BR days various steam and diesel loco types worked the wagons on along the SMJ to Blisworth station, anything from an Ivatt 2MT tank to a namer Peak! See ‘The Last Days of the SMJ Pickups’ on this website for further details. This was the last part of the SMJ system to remain in use, apart from the still used connection to Kineton MoD.</p>
<p sizset="false" sizcache09613166871588674="3879.718281828459 30 129" sizcache07125092912768556="4457.718281828459 30 186" sizcache08415988031998401="5161.718281828459 34 281" sizcache06136634905129479="7070.718281828459 30 142" sizcache06365646412737835="1507.718281828459 30 149" sizcache011790722562246497="2078.718281828459 34 108"><a href="http://storage.ning.com/topology/rest/1.0/file/get/1670932426?profile=original" target="_self" sizset="false" sizcache09613166871588674="3879.718281828459 30 129" sizcache07125092912768556="4457.718281828459 30 186" sizcache08415988031998401="5161.718281828459 34 281" sizcache06136634905129479="7070.718281828459 30 142" sizcache06365646412737835="1507.718281828459 30 149" sizcache011790722562246497="2078.718281828459 34 108"><img class="align-full" src="http://storage.ning.com/topology/rest/1.0/file/get/1670932426?profile=RESIZE_1024x1024" width="750"></a></p>
<p> <em><strong>NB. The Gayton Quarry, it's tramways, Sidings A,? and B and Bridge 2 had all disappeared long before the RT &B quarry, rail connection and Siding C were opened</strong></em>.</p>
<p style="text-align: right;"> Dick Bodily 6th March 2013</p> Rubio - from Towcester Station to Aintree Legendtag:thesmjr.ning.com,2013-01-04:3138568:Page:441552013-01-04T12:43:38.418ZDick Bodilyhttps://thesmjr.ning.com/profile/Dick
<p>When Foinavon won the Grand National back in 1967 at 100-1 my dad’s cousin, a ex-Woodford driver in the passenger links, had backed it at an earlier price of 500-1 simply because he had drawn it in a lottery and also knew the jockey, local man Johnnie…</p>
<p sizset="false" sizcache08665108416375142="468.71828182845905 30 14" sizcache05559418003202128="234.71828182845905 30 3" sizcache05745761497589085="7486.718281828459 30 236" sizcache08084423601131326="1000.718281828459 34 51">When Foinavon won the Grand National back in 1967 at 100-1 my dad’s cousin, a ex-Woodford driver in the passenger links, had backed it at an earlier price of 500-1 simply because he had drawn it in a lottery and also knew the jockey, local man Johnnie Buckingham. ‘ If all the other b*gg**s fall down it will win, and I shall win £25 for my bob stake!’, he had forecast and that’s exactly what happened!<img width="250" class="align-center" src="http://storage.ning.com/topology/rest/1.0/file/get/1670932377?profile=original"></p>
<p>But my gran, an avid racefan, was not that impressed with Foinavon’s amazing victory. ‘That’s nothing compared with what Rubio did in 1908. He used to pull the horse bus from Towcester Station into town, was entered in the National, won it fair and square by a good distance too.’ Well Rubio’s story wasn’t quite as simple as Gran had told it but it’s a fascinating story none the less. One of the faith of a man who against all the odds put his trust in a remarkable horse that nobody else had much time for.</p>
<p>Rubio was bred at Sacramento, USA in 1898 by J B Haggins, who had made his fortune in the California Gold Rush then set up the world’s largest stud farm. He sent the horse to the UK to be sold at The Newmarket Sales the following year, but no one was interested in this well bred American horse which was snapped up for just 15 guineas by a Northants horse dealer, Septimus Clarke. He in turn sold it on as a foxhunting horse to Major Frank Douglas Pennant for 95 guineas! The Major, who was also a steward at Towcester racecourse, was impressed with Rubio’s stamina when out with the hunt and was convinced that someone could turn him into a successful racehorse. He tried to sell Rubio for such purpose but after it failed to reach its 60 guineas reserve he decided to have it trained for himself. He employed Brian Bletsoe to do this and it won three minor chases in 1903. But then... disaster ... it broke down with a very serious problem with its legs and feet and the Major’s vet ordered it to be retired.</p>
<p>But Major Frank still believed that Rubio could recover and came up with what seemed like a crazy cure and fitness regime for the gelding. He believed that really hard road work would heal and strengthen Rubio’s legs and feet . Rubio was hired by the Pomfret Arms Hotel (nowadays the Saracen's Head and a former stage coaching inn) to haul its horse bus from Towcester Station to the said hostelry. At the time my gran had been working as a barmaid for the Greyhound at Blakesley and was regularly sent to Towcester on the E&WJR train to purchase small portable consignments of expensive wine and spirits when the pub ran short. She had regularly seen the horse pulling its bus along the Watling Street from the E&WJR station and may well have ridden on the bus. She was certainly feisty enough to have asked her employer for the bus fare. She was definitely fond of the handsome chestnut gelding as were many of the other passengers who fussed over it when disembarked from their trains at Towcester.</p>
<p>After about three years shuttling up to 30 miles a day along Watling Street Rubio went back into full race training with top trainer Fred Witherington. Despite winning at Towcester while carrying 12 stone and coming 3<sup>rd</sup> in a very promising outing in the Grand Sefton Chase at Aintree, 1907 ended with a distinct lack of interest in the horse. Another trainer W Costello took up training Rubio for Major Frank. It was decided to give Rubio a try out in the 1908 Grand National. Top jockeys E Piggott, the father of Lester, and W Bissell both turned down the chance to ride Rubio, so former trainer’s son Harry Bletsoe took the invitation to ride him.</p>
<p sizset="false" sizcache06320777051230091="4656.718281828459 34 302" sizcache06448169666986054="445.71828182845905 30 18"><a href="http://storage.ning.com/topology/rest/1.0/file/get/1670937119?profile=original" target="_self" sizset="false" sizcache06320777051230091="4656.718281828459 34 302" sizcache06448169666986054="445.71828182845905 30 18"><img width="530" class="align-full" src="http://storage.ning.com/topology/rest/1.0/file/get/1670937119?profile=original"></a></p>
<p><em>Picture by kind permission of SMJ website member Ian Costello, William Costello's great great grandson. William is standing on the right and his son, Ian's grandfather is seated on Rubio at Danebury Manor.</em></p>
<p> </p>
<p>Both Major Frank and trainer Costello were content for Rubio to run an easy race and simply finish the gruelling course on his maiden visit. Jockey Harry held a sensible inside line keeping his mount out of trouble. 1908 was a particularly tough National and only seven horses survived the first circuit, Rubio had survived a scare at the water jump when it took off too early. Harry finding his mount running 4<sup>th</sup>, sensed that Rubio still had plenty of running left and opened up looking for a placing. But what happened next shocked everyone apart from Major Frank who always kept faith in the horse, as Rubio reeled in the three front runners and stormed to a ten length victory. The first for an American horse. And Major Frank had profited from a small wager on Rubio.</p>
<p>Rubio ran at Aintree again the following year but now aged 11years and probably past his best fell, he was never to have any more race successes. Rubio was buried at Sholebrook Lodge, Whittlebury, Northants.</p>
<p>Major Frank Douglas Pennant lived to be 101. There's a railway link with Major Frank himself as his family owned many of the North Wales slate quarries and narrow gauge lines that served them. They were the Douglas- Pennants who built Penrhyn Castle, where there is nowadays an excellent collection of narrow gauge locos and artefacts, including the stunning 'Fire Queen'. Several surviving Hunslet slate locos are named after Major Frank's relations including 'George Sholto', 'Edward Sholto' and 'Hugh Napier'. All three were Douglas-Pennants and the carried names refer to their Christian names. Major Frank himself inherited the title Baron Penrhyn late in life when a distant cousin failed to leave a heir.</p>
<p>And did my gran chance a bet on Rubio? Who knows? ‘Never bet on the National’, was her reply to my question,’it’s just too much of a lottery just look at what happened with Foinavon.’ Sound advice that I'm sure she never heeded herself!</p>
<p sizset="false" sizcache06448169666986054="1211.718281828459 30 63" sizcache0592949924486017="2130.718281828459 34 58" sizcache09718479140200283="3641.718281828459 34 329" sizcache05587765069539575="2192.718281828459 34 150" sizcache07535631838485738="502.71828182845905 30 44"><a href="http://storage.ning.com/topology/rest/1.0/file/get/1670933320?profile=original" target="_self" sizset="false" sizcache06448169666986054="1211.718281828459 30 63" sizcache0592949924486017="2130.718281828459 34 58" sizcache09718479140200283="3641.718281828459 34 329" sizcache05587765069539575="2192.718281828459 34 150" sizcache07535631838485738="502.71828182845905 30 44"><img width="750" class="align-full" src="http://storage.ning.com/topology/rest/1.0/file/get/1670933320?profile=RESIZE_1024x1024"></a></p>
<p>'Hugh Napier' at Penrhyn Castle Narrow Gauge Museum</p>
<p> </p>
<p>Dick Bodily (updated July 2013)</p>
<p> </p>
<p> </p>
<p> </p> Firing the Steel Trains – ex-Woodford fireman Albert Fennelltag:thesmjr.ning.com,2012-05-13:3138568:Page:390132012-05-13T20:09:46.858ZDick Bodilyhttps://thesmjr.ning.com/profile/Dick
<p></p>
<p sizset="false" sizcache04731132869022398="529.718281828459 34 2" sizcache07463123901995596="2430.718281828459 30 71" sizcache020799068354019806="173.71828182845905 30 0" sizcache09781179870984298="135.71828182845905 34 0"><a href="http://storage.ning.com/topology/rest/1.0/file/get/1670936425?profile=original" target="_self" sizset="false" sizcache04731132869022398="529.718281828459 34 2" sizcache07463123901995596="2430.718281828459 30 71" sizcache020799068354019806="173.71828182845905 30 0" sizcache09781179870984298="135.71828182845905 34 0"><img width="750" class="align-full" src="http://storage.ning.com/topology/rest/1.0/file/get/1670936425?profile=RESIZE_1024x1024"></a></p>
<p><em>Albert on the footplate of the Gresley N2 tank at Loughborough</em></p>
<p> </p>
<p>During the 1950’s previous to the closure of Stratford – Broom Junction of the SMJR, five trains each way ran nightly along the SMJ ( Mondays – Saturdays) from Woodford yard to Broom conveying semi-finished steel products, ingots, billets and the like, from the North of England to South Wales.</p>
<p>One man who had much experience of firing on these turns is Albert Fennell. Albert followed his father Herbert into a railway career at Woodford and his experience on these night time steel trains came when he was a fireman in the No 4 link during the mid fifties. Several of his family, uncles and a brother, were also footplatemen at Woodford. While in this link Albert was unusually often paired with his own father who was at the time a driver in the same link and says that he really enjoyed working with him. Herbert passed on a lot of useful knowledge and skills in a kindly patient way to his son and they worked well together as a team. However Albert remembers that there was one period of three weeks when they didn't see each other as they were on opposing shifts.</p>
<p>These heavy trains were almost exclusively worked by WD 2-8-0s, engines from Woodford shed working through to South Wales to return on a return working the following day, sharing the work with Western Region WDs mainly from Welsh sheds, doing the round trip in the opposite direction. Albert recalls that many had shed codes beginning with 86 but can't remember what the letter was but its likely that they were Ebbw Junction allocated as Newport Pill only had one Aussie and Severn Tunnel junction only a limited number. Photos exist showing Cardiff Canton WDs on the SMJ as well, but these are post 1960 daylight shots.The Woodford crew clocked on just over an hour before departure to allow for preparation and to run light engine to the yard. They worked the trains through as far as the double track Broom South Curve near the still existing wartime concrete Broom South signalbox where they would pull up level with a return South Wales – Woodford train and exchange locos and trains with the Western Region crew, before returning to Woodford. This explains why the curve here was double tracked. The Woodford crews had to be signed as having learnt the route beyond Broom as far as Ashchurch just in case of a very late running return train making the Broom swop over impractical, but Albert says that only once did a Woodford crew actually get as far as Ashchurch and on that occasion the driver was his uncle George Fennell.</p>
<p>The first three nightly trains left Woodford Yard at 7.20pm, 8.30pm and 9.30pm, then there was a gap to the final pair at about 1.30am and 2.30am. What he particularly remembers is that on Saturday nights he had to sign on at 12.59pm for one of the workings, this one minute to midnight time being a ploy to insure that he got in 6 shifts that week before Sunday. The Sunday rate being one and three quarters of basic pay with these turns open to any crews. There were no trains on Sunday nights/ early Monday mornings as the SMJ was completely shut down from 6am on Sundays to 6am on Mondays. ( After the new link to the GWR line was put in at Stratford around 1960 sometimes the SMJ line from Woodford - Stratford was opened on Sundays.)</p>
<p>Albert particularly remembers his last night time trip along the SMJ route. He recalls that climbing Ettington Bank in either direction with one of these steel trains ‘was like going over a mountain!’ On this occasion the previous steel train driven by Walter Callow and fired by Harold Jones had failed at Stratford with a broken steam gauge but worse was to come with the WD that Driver Stan Harris and Albert were crewing. They had taken over the engine with one injector already failed but had struggled on only for the other injector to give up completely as a result of climbing the fearsome bank and eventually they had to reluctantly admit defeat and drop the fire to avoid a possible boiler explosion. Stan had tried to make it to Kineton where there was a passing loop but had only got to within about a mile of Kineton, so Albert set off on foot along the track towards Kineton where he came across father Herbert and another fireman crewing a relief engine sent out from Woodford shed. He says that on occasions such as these it was not unheard of for a duty shift to go on for 14 hours!</p>
<p>Albert moved on to a new career as a coach driver soon after this, one of his duties included driving the Byfield to Towcester Grammar School school coach service which had about a decade earlier been instigated as a replacement for the similar rail service over the SMJ. Albert's interest in steam was revived during the preservation era and he eventually became a driver on a preserved railway and proudly owns a splendid collection of photographs and DVDs showing himself driving many famous preserved steam locomotives.</p>
<p>NB. After the new south curve was opened at Stratford in 1960 these steel trains and other through freights ran directly onto Western Region tracks near the racecourse and most traffic transversed the SMJ to and from Woodford during daylight hours. The Western Region who had acquired much of the line beyond Byfield by then had cut back the platforms at Ettington and Kineton and a wide range of ex GWR and BR Standard classes from Welsh sheds began to work through freights on the SMJ. (see The Loco types seen on SMJ Metals page of this website for more details).</p>
<p style="text-align: right;">Dick Bodily (updated 14th November 2013)</p> East & West Junction and SMJR liveriestag:thesmjr.ning.com,2012-05-10:3138568:Page:390002012-05-10T10:55:36.397ZDick Bodilyhttps://thesmjr.ning.com/profile/Dick
<p><span style="text-decoration: underline;"><em><b>East & West Junction Railway <span class="font-size-2">(revised with extra information fromSimon Dunkley)</span></b></em></span></p>
<p>According to J M Dunn’s revised 1977 edition of The Stratford & Midland Junction Railway (Oakwood)</p>
<p>Locos numbered 1 - 12 prior to 1908 carried crimson lake livery, lined out with black edged on both sides by yellow, but locos 13 – 18 were painted dark blue. Oval metal…</p>
<p><span style="text-decoration: underline;"><em><b>East & West Junction Railway <span class="font-size-2">(revised with extra information fromSimon Dunkley)</span></b></em></span></p>
<p>According to J M Dunn’s revised 1977 edition of The Stratford & Midland Junction Railway (Oakwood)</p>
<p>Locos numbered 1 - 12 prior to 1908 carried crimson lake livery, lined out with black edged on both sides by yellow, but locos 13 – 18 were painted dark blue. Oval metal numberplates were carried on cab sides and similar ‘E&W’ ones on the tendersides of tender locos. Looking at old photos it can be seen that many if not all locos carried polish metal domes, at least for some of the time and some were photographed carrying polished metal bands around their chimneys and some had metal trimming edging splashers and a metal band where the smokebox joined the boiler. It’s not possible to tell from the photos what metal(s) were used ,but presumably the domes and chimney adornments were brass or copper.</p>
<p>But here is some possibly contradictory infomation obtained from "Britain's Railway liveries 1825 -1948" by Ernest F Carter - believed to be out of print (many thanks to Colin Franklin for discovering this info.) ‘Locomotives were black, and dome casings were also painted black.’ Either E F Carter got his facts wrong (not an unknown occurance!) or the E&W repainted its engines around 1908 and Dunn didn’t record this fact.</p>
<p>Thanks to Simon Dunkley for finding the following information.</p>
<p>''According to Riley and Simpson, the old Manning, Wardle was brown, lined yellow-black-yellow, as was number 2, at least until rebuilding in 1903/4. This may have been true of 3 and 4, but I am less sure of this (even as a guess!) 5 and 6 would have already been in red, for delivery to Swindon's other railway, and it is likely that the trio of DX goods locos arrived in unlined black and stayed that way until scrapping, save number 7 which appears to be lined in a photo dated 1915, although it is not totally clear. 10-12 were apparently delivered in crimson lake, and number 13 in blue! This was also applied to 14-16. Early photos of 3, 4, 5 and 6 show them without the E&W plates: my guess here - and it is just a guess - is that these were applied to 7,8,9 on arrival, to avoid confusion at Blisworth, and then applied to other locos as well. Number 10, of course, had a cab numberplate with E&W incorporated into it at one time.''</p>
<p sizset="false" sizcache06146146558345509="1948.718281828459 30 85"><a href="http://storage.ning.com/topology/rest/1.0/file/get/1670934262?profile=original" target="_self" sizset="false" sizcache06146146558345509="1948.718281828459 30 85"><img class="align-full" src="http://storage.ning.com/topology/rest/1.0/file/get/1670934262?profile=original" width="500"></a></p>
<p> </p>
<p><span style="text-decoration: underline;"><em><b>Stratford-upon-Avon and Midland Junction Railway</b></em></span></p>
<p>According to Dunn the SMJ painted all its locos black, lined out with green and yellow. They retained their E&W numberplates but had ‘SMJ’ painted in plain gold capitals on their tenders. Som elocos carried their power class (lettered A to D, and in order of ascending power C,B,A,D) on their buffer beams. Coaches retained Midland crimson lake.</p>
<p>Again Carter differs and again quoting him:-</p>
<p>‘1910 - Engines were painted black and lined out in yellow. Coaches were chocolate-coloured, with cream upper panels.</p>
<p>1914 - Locomotives were black and coaches crimson-lake.</p>
<p>1915 - Locomotives were crimson-lake, lined out in yellow. Underframes were black. Coaches were crimson-lake with cream upper panels, and lined out in red and yellow.</p>
<p>1918 - Locomotives were lake and black, lined in yellow. Coaches were crimson-lake lined out in gold and lettered "SMJ".</p>
<p>1922- Engines: black and lake, lined out yellow, coaches: lake, lined out in gold.’</p>
<p><span style="text-decoration: underline;"><em><b>Conclusion</b></em></span></p>
<p>So did Dunn omit some information that Carter found out, or was some of Carter’s information suspect? Who knows? We know that Dunn had access SMJ records belonging to BR’s London Midland region and that he had access to Beyer Peacock’s loco data as well. I’m inclined to accept his version of livery events as more likely as he was limiting his research to the E&W’s and SMJ’s liveries whereas Carter was trying to write a more general book about Britain’s railways’ liveries. Furthermore E F Carter was often rightly or wrongly criticised for his alleged lack of factual accuracy in reviews of his books that appeared in Ian Allan magazines such as TI during the 50s and 60s, although I don't recall this actual book being slated.</p>
<p>Simon Dunkley is of a similar opinion. ''Whether 17 and 18 were delivered in blue or red or black, I do not know, but as far as I know - outside of Carter (frankly, I doubt the accuracy of his work with regard to such a minor line) - the SMJR livery was always black, lined green-yellow-green.</p>
<p><span style="text-decoration: underline;"><em><strong>E&WJR & SMJR Carriage & Wagon Liveries</strong></em></span></p>
<p>According to J M Dunn up to 1909 the E&W painted its coaches crimson lake below the waistband and cream above, then for a very short while they were painted crimson lake all over apart from a cream waistband, before changing later that year to all crimson lake similar to the Midland Railway when the SMJ came into being.</p>
<p>As for coaches, they are described as lake with cream upper panels and waist on the EWJR. Unfortunately, the lake bit is where the consensus stops, as various sources describe it as lake "like the LNWR", "like the GWR" and "like the Midland". Similary the cream can vary from a very pale colour to cream. In practice, if the "cream" was an off-white, the varnishes used at the time would have added a significantly yellow tinge to things, especially the white. At this remove we will never now. From the Railway Magazine article which sells the new SMJR very well (it couldn't have been written better by either of the Mr. Wilmotts - draw your own conclusions) the coach livery had become crimson lake with cream panels, and soon after this, with the arrival of coaches from the Midland, all over crimson lake seems to have been adopted. General practice at the time would suggest black ends as well as underframes, but you never know!</p>
<p>As for wagons, they seem to have been a mid-grey, but since this was based on white lead as a key ingredient, it would have darkened over time. White, unshaded, lettering seems to have been the norm.</p>
<p>To a large extent, the modeller of the EWJR can pick and choose with respect to loco liveries: a layout set in 1903 could have brown, red, black and blue locos running on it, all on a line with about a dozen locos!</p>
<p>Dunn makes no mention of wagon liveries but according to E F Carter – ‘1908 - Some Midland brake vans were lettered "EWJR" for working over the East and West Junction Railway on the 3½ miles of this Company' s track on the route from Broom to London.</p>
<p>(With many thanks to <b>Colin Franklin</b> for providing the information obtained from E F Carter’s book.) and to <strong>Simon Dunkley</strong> for carefully checking Riley & Simpson and for providing most of the information about Carriage & Wagon Liveries.</p>
<p> </p>
<p>Please feel free to add comments and possibly between us we will discover further info.</p>
<p> </p>
<p style="text-align: right;">Dick Bodily May 2012</p>
<p style="text-align: right;"> </p>
<p> </p> Ironstone links to the SMJR and LNWR at Gayton & Blisworthtag:thesmjr.ning.com,2011-11-20:3138568:Page:347942011-11-20T20:29:42.824ZDick Bodilyhttps://thesmjr.ning.com/profile/Dick
<p><a href="http://storage.ning.com/topology/rest/1.0/file/get/1670932571?profile=original" target="_self"><img class="align-full" src="http://storage.ning.com/topology/rest/1.0/file/get/1670932571?profile=RESIZE_1024x1024" width="750"></img></a></p>
<p>I've drawn up this map with reference to Tonks' maps and also to evidence found when Andy & I visited the area in 2010. There were three main phases to the movement of ore by main line rail.</p>
<p>Firstly, a small pit was opened just north of Bridges 4 & 5 prior to 1884. Ore was tranported away via the East & West but how this was done is a mystery.…</p>
<p><a target="_self" href="http://storage.ning.com/topology/rest/1.0/file/get/1670932571?profile=original"><img width="750" src="http://storage.ning.com/topology/rest/1.0/file/get/1670932571?profile=RESIZE_1024x1024" class="align-full"></a></p>
<p>I've drawn up this map with reference to Tonks' maps and also to evidence found when Andy & I visited the area in 2010. There were three main phases to the movement of ore by main line rail.</p>
<p>Firstly, a small pit was opened just north of Bridges 4 & 5 prior to 1884. Ore was tranported away via the East & West but how this was done is a mystery. The cutting is very deep here. Tonks has suggested that the narrow gauge tipper bodies were somehow lifted from their frames and sledged down the cutting to be loaded by hand into main line trucks in a siding at a point between the two bridges. (Mystery A on map)</p>
<p>Secondly, an extensive narrow gauge system, later developed, unloaded tippers from a cable worked incline which crossed the E&WJR over the wooden bridge No 2 into standard gauge trucks on the Gayton Quarry main line. This line connected with the LNWR (West Coast main line) at Gayton Loop. There were extensive workings on either side of the SMJ over the years by the Gayton Quarry,the Blisworth quarry linking up further east. South of the double cable incline the narrow gauge was loco hauled with an engine shed near the incline, north of the incline it was horse worked. The Gayton Quarry standard gauge main line was loco worked, but later reverted to horse haulage!!! Mystery B concerns Bridge 1A which crossed this line and whose pillars still remain and were photographed by Andy and myself in 2010. Was it a footbridge or did these pillars support a staithe like construction for unloading ore onto SMJR trains? It is known that the SMJR did at one time have a private siding variously described as Weldon's Siding or Blisworth Ironstone Siding on the up side of the SMJ roughly at this point and opposite the later R Thomas & Baldwin Blisworth Ironstone Sidings of LMS & BR days. This siding is not shown on any of Tonks' maps but he does mention a temporary link with the SMJR. Equally strangely he shows a photo of what appears to be Bridge 1A which he states was used for unloading narrow gauge tipplers into Gayton Quarry standard gauge line trucks. If the picture is indeed Bridge 1A then it is nowhere near any of the known narrow gauge lines nor the chutes from the inclined plain near Bridge 2. Further evidence that Bridge 1A might have been used to unload ore to the SMJR trains is provided by the fact that it was officially described as a tramway bridge and also by the narrow gauge tippler body Andy & I discovered not far from its location.</p>
<p>Thirdly, the much later Richard Thomas & Baldwin Blisworth Quarry's standard gauge steam worked line linked with the SMJ (LMS as it was then) at the well remembered Blisworth Ironstone exchange sidings as shown on the map. Their quarry was far to the south east near the old A43 by Rectory Farm.</p>
<p> Dick Bodily</p> The SMJR in Books and Magazine Articles - A Listtag:thesmjr.ning.com,2011-10-15:3138568:Page:322002011-10-15T11:54:19.638ZDick Bodilyhttps://thesmjr.ning.com/profile/Dick
<p><span style="text-decoration: underline;"><em><strong>Advice for people wanting to find out more about the SMJR</strong></em></span></p>
<p>The <strong>definitive account</strong> of the line can be found in Barry Taylor's 'The Stratford-upon-Avon and & Midland Junction Railway (Volumes 1 and 2) '. Now Volume 2 has been published in 2018 Barry has provided an exceptionally well-researched detailed 500 + page account of the line that has no equal. …</p>
<p><span style="text-decoration: underline;"><em><strong>Advice for people wanting to find out more about the SMJR</strong></em></span></p>
<p>The <strong>definitive account</strong> of the line can be found in Barry Taylor's 'The Stratford-upon-Avon and & Midland Junction Railway (Volumes 1 and 2) '. Now Volume 2 has been published in 2018 Barry has provided an exceptionally well-researched detailed 500 + page account of the line that has no equal. A true classic of railway literature. But if you are looking for a little book to give a good short overall account of the SMJR then J M Dunn's 1977 (completely revised and rewritten by JWP Routledge) account is the one to look for, the original 1952 version is nowhere near as good. Riley & Simpson's book is flawed by annoying spelling errors and has a couple of misleading captions but has some interesting photographs especially of the latter days of the line. Jordan's book is written from the viewpoint of a personal acquaintance with the Stratford end of the system and is well illustrated.</p>
<p>Also have a good look at the various articles on this website, Go to the 'All the pages' option on the Index link for the full list of articles. Much of the information in these pages is not available anywhere in print. There are lists of loco types, preserved SMJ route locos, lists of sidings and bridges, details of railtours, railwaymen's memories of the SMJ and much more.</p>
<p><span style="text-decoration: underline;"><em><strong>SMJR Books</strong></em></span></p>
<p>“The Stratford-upon-Avon & Midland Junction Railway (Volume 1)”- Barry Taylor (Lightmoor Press 2017) covers the constituent lines that were to form the SMJ up to 1909 in great detail with lots of 'new' photographs.</p>
<p>“The Stratford-upon-Avon & Midland Junction Railway (Volume 2)”- Barry Taylor (Lightmoor Press 2018) covers the history from 1923 on and includes many colour photographs.</p>
<p>“The Stratford-upon-Avon & Midland Junction Railway” – J M Dunn (Oakwood Press 1952).</p>
<p>“The Stratford-upon-Avon & Midland Junction Railway” – J M Dunn - completely rewritten and extended by JWP Routledge 2nd Edition (Oakwood Press1977) - NB This is far superior to his original book is more than twice as long and is the one to get!)</p>
<p>“The Stratford-upon-Avon & Midland Junction Railway" – A Jordan (Oxford PC 1982) - from a Stratford pespective.</p>
<p>“A History of The Stratford-upon-Avon & Midland Junction Railway” – Riley & Simpson (Lamplight Publications 1999) - nice pictures but several irritating errors.</p>
<p>“The Northampton & Banbury Junction Railway” – S Jenkins (Oakwood Press 1990) - an excellent account of the N&BJR.</p>
<p>“Branch Lines Around Towcester” – Mitchell & Smith (Middleton Press 2008)</p>
<p>“Towcester Memories of the Slow, Miserable & Jolty”- R Stevens (Towcester LRS 1994)</p>
<p>"The Signalling of the SMJ" - M Christensen (self published)</p>
<p> <span style="text-decoration: underline;"><em><strong>Useful information about the SMJR in other books that are not specifically about the SMJR</strong></em></span></p>
<p>"Track Layout Diagrams of the G.W.R. and BR W.R." - R.A. Cooke (1975. revised 1996) - Section 29 shows all the SMJ routes</p>
<p>"LMS Sheds Vol 4" - Hawkins & Reeve (Wild Swan 1984) has a chapter about SMJR sheds with useful information and pictures of Stratford 21D</p>
<p>"The Banbury to Verney Junction Branch”- B Simpson (Lamplight Publications 1994)</p>
<p>“The Last Years of The Great Central Main Line”- R Robotham (Ian Allan 1986) has a Woodford Halse chapter by Rex Partridge which has info about the SMJ</p>
<p> “The Railways of Northamptonshire” – David Blagrove (Wharfside Publications 2005) has a chapter on the SMJ which outlines the line’s history</p>
<p>“The Ironstone Quarries of The Midlands – Part 3 Northampton Area”- Eric S Tonks ( Runpast 2009) has information about Blisworth Ironstone</p>
<p>“The Ironstone Quarries of The Midlands – Part 2 The Oxfordshire Field”- Eric S Tonks ( Runpast) has information about Byfield Ironstone</p>
<p>"Track Layout Diagrams of the G.W.R. and BR W.R." - R.A. Cooke - (1975) Section 29 shows all the SMJ routes</p>
<p>"Shakespeare's Railways" (Mid England Books 1994) - John Boynton -Chapter 3 "Shunt 'em a Mile and Jolt 'em" is on the SMJ with some nice pictures of the Ro-Railer and some of T E Williams shots amongst others.</p>
<p>"Branch Lines of Warwickshire" (Alan Sutton 1994) - C G Maggs - has a section on Broom Jcn to Fenny Compton with some interesting photos including some "on train" shots by P Q Treloar whilst on a brake van ride. There is also a section on the Edge Hill Light Railway.</p>
<p>"Discovering Lost Railways" - F G Cockman (Shire Publications 1973) has an SMJR chapter.</p>
<p>"The Trains Now Departing - 16 Excursions into Lost Delights of Britain's Railways" Michael Williams (Preface Publishing 2014) - slightly tongue in cheek chapter about SMJR.</p>
<p>"Northamptonshire Steam" - Michael Walsh (Rails 2016) - a short section on the SMJR with colour pictures by Tom Tomalin and others</p>
<p>"T Williams -The lost Colour Collection Vol 1" (Irwell Press 2017) - includes 15 large format SMJR photos along with many WR photos, several taken at Stratford .</p>
<p>"An Historical Survey of Selected LMS Stations (Volume One)" – Dr R Preston Hendry & R Powell Hendry (Oxford Publishing Co. 1982)_-. It includes information on Banbury Merton Street, Byfield - 2 pages, including track plan, signal diagram and 3 photos, Ettington - 2 pages, including track plan, signal diagram and 4 photos. Fenny Compton - 3 pages, including track plan, 2 signal diagrams and 4 photos. Kineton - 2 pages, including track plan, signal diagram and 4 photos.</p>
<p>“Warwickshire’s Lost Railways” – David Blagrove - (Stenlake Publishing Ltd 2015)- contains 1 page of text and 9 pages of photos, including images of: Bidford, Binton, Stratford (x3), Kineton (x4), EHLR, Burton Dassett and Fenny Compton (x3).</p>
<p>"Coal Dust to Computers" - Ralph Radford - (E-TYPE Press 2018) - the memories of a Woodford Halse fireman although mainly about life at Woodford MPD (2F) and firing on the GCR route contains detailed accounts of firing trips westward from Woodford on the SMJ with Woodford legend Dick Hutt, including having to split a stalled train on Ettington Bank.</p>
<p> " Forgotten Railway Infrastructure 1922 - 1934" - Kevin Robertson (Crecy Publishing Ltd 2017) (ISBN 987190928723). Photographs from the Edward Wallis Collection showing images of Broom Junction, Stratford (SMJ),Towcester, Blisworth, Cockley Brake Junction, Blakesley, Salcey Forest & Stoke Bruern. </p>
<p></p>
<p><span style="text-decoration: underline;"><em><b>Some limited information about the SMJR in other books</b></em></span></p>
<p>“The Ironstone Quarries of The Midlands – Part 1 Introduction”- Eric S Tonks ( Runpast)</p>
<p>"The Edge Hill Light Railway" - E S Tonks (Published by Author1948).</p>
<p>"The GCR in LNER Days Vol 2" - Jackson & Russell (Ian Allan 1976) has a chapter about the Stratford slip coach and its sad demise at Woodford Halse.</p>
<p>"Lost Railways of Northamptonshire” – Geoffrey Kingscott (Countryside Books 2008) which concentrates on the remaining evidence of these lost lines has a chapter on the SMJ</p>
<p>“Lost Railways of Warwickshire” - Geoffrey Kingscott (Countryside Books 2009) – covers the SMJ in Warks but contains several errors</p>
<p>“A History of the Railways of Northamptonshire” – Peter Butler (Silver Link 2006) has a short chapter on the SMJ</p>
<p> “Shed by Shed Part 1 London Midland” – Tony Walmsey (St Petroc InfoPublishing 2010) gives details of all locos allocated to 21D ie. engines that worked the SMJ regularly from 1950, also includes Northampton, Bedford, Gloucester Barnwood & Woodford allocations.</p>
<p>“Off Northampton Shed” – Derek Mutton (Wild Swan Publications 2006) mentions a couple of firing trips on the SMJ</p>
<p>“The Blakesley Miniature Railway and the Bartholomew Family" – Dr Bob Tebb (Silver Link 2009) has some references to E&WJ and SMJ</p>
<p>“A Countryman’s Tale” – Sydney Tyrell (self published) a Moreton Pinkney local history contains useful information on the building of the E & WJR and the GCR in the Moreton area, an extract was published in ‘Forward’ the GCR Society magazine, date unknown</p>
<p>“Beside the Crooked Brook” – Doug Blake (self published 2009) a local history of Blakesley has chapters on The SMJ and Blakesley Miniature Railway</p>
<p>“Astride the Hill of Knowledge" – Doug Blake (self published 2013) a local history of the district around Blakesley has a section on The SMJ which I helped Doug write.</p>
<p>“LMS Branch Lines England & Wales” – C J Gammell (OPC 1997) has 7 b/w pictures</p>
<p>“Specials in Steam” – B Stephenson & P Russell (Ian Allan 1968) has 6 b/w pictures of specials on SMJ</p>
<p>“Branch Line Album 2<sup>nd</sup> Series” – P W Whitehouse (Ian Allan 1969) has 1 b/w picture</p>
<p>“London Midland Steam Finale” – Michael S Welch (Runpast 2000) has one colour picture of 48305 at Towcester</p>
<p>“Steam Nostalgia Around Northampton”- R Coleman & J Rajczonek (Northamptonshire Libraries 1987) has 6 b/w photos</p>
<p>“Steaming into Northamptonshire” - R Coleman & J Rajczonek (Northamptonshire Libraries 1988) has 13 b/w photos</p>
<p>“Railway Images Around Northamptonshire” - R Coleman & J Rajczonek (W D Wharton 1992) has 9 b/w photos inc. 3 of early E&WJR period railway trains and Evan Dines feature</p>
<p>“Steam Railways in Colour Around Northamptonshire” - R Coleman & J Rajczonek (W D Wharton 1993) has 2 colour photos</p>
<p>“Northamptonshire’s Lost Railways” – David Blagrove (Stenlake Pub.) has 6 b/w photos</p>
<p>“Northamptonshire’s Railway Stations on old picture postcards” – A Rice & A Swift ( Reflections on a Bygone Age 2008) has 11 b/w photos</p>
<p>"British Railways Past & Present - Warwickshire" - Roger Siviter (The Nostalgia Collection 2001) has 3 pictures of the Dukedog railtour at Stratford, Fenny Compton and Kineton plus 2 of Broom Junction</p>
<p>“The Trains We Loved” - C Hamilton Ellis (paperback McMillan 1971)</p>
<p>"A Regional History of the Railways of Great Britain Vol 7" - Rex Christiansen David & Charles 1973 SBN 0 7153 6093 0</p>
<p>Also Vol 9 by Robin Leleux David & Charles 1976 SBN 0 7153 7165 7</p>
<p>" Waterways to Stratford" - C Hadfield & J Norris (David & Charles 1962)</p>
<p> "The Stratford & Moreton Tramway" - John Norris (Railway & Canal Historical Society 1987)</p>
<p> "The Chronicles of Boulton’s Siding" - A R Bennett (Locomotive Publishing Co.1927)</p>
<p> "The Dillen" (Elm Tree Books ref 0 241 10558 7) - has info about the canal's links with the Moreton Tramway</p>
<p>"Great Central" Vols 1,2,3 - George Dow (Ian Allan 1959) - this nowadays very expensive out of print history has very limited references to the E&W and SMJR</p>
<p>"Britain' s Railway Liveries 1825-1948" - Ernest F. Carter (ISBN 0 287 66989 0). It was first published in 1952 by Burke Publishing Company Limited. The second edition was published in October 1963 and the third edition was published in January 1980. Contains info about SMJ liveries.</p>
<p>"Lost Railways" by F G Cockman (Shire Publications)- a superb essay like resume of the SMJ. </p>
<p>"Industrial Locomotives of Buckinghamshire, Bedfordshire & Bedfordshire." Robin Waywell. (Industrial Railway Society. 2002. ISBN 1 901556 23 9)(Hardback) see contractors locos for construction and lifting of the line.</p>
<p>"Bletchley - Town of Trains" - A E Grigg (Barracuda 1980) has some info concerning the Towcester - Banbury branch.</p>
<p>"Cross Country Steam" - Stanley Creer (Ian Allan Ltd 1979, ISBN 0 7110 0928 7) has 3 pictures of the SMJ.</p>
<p>"Central Ammunition Depot - Kineton 1942 - 1992" ( publisher & date unknown)</p>
<p>"The Rise and Fall of British Railways Branch and Minor Lines" - John Vaughan (Haynes) has 1 picture.</p>
<p>"Railways in Northamptonshire and the Soke of Peterborough" - Andrew Swift (Yesterday's Northamptonshire)</p>
<p>"Northamptonshire Railway stations" - Alan Rice and Andrew Swift (Yesterday's Northamptonshire) .</p>
<p>"Banbury And Cheltenham Direct Railway'' - Stanley Jenkins, Bob Brown and Neil Parkhouse (Lightmoor Press 2004.)</p>
<p>"The Rise and Fall of British Railways - Branch and Minor Lines" - John Vaughan (Haynes).</p>
<p>''Mainline To Industry''- Frank Jones (Lightmoor Press1998) ISBN 1 899889 02 7<br>
- details of two locos sold into industry by E&WJR and SMJR</p>
<p><span>"Railway Blunders" - Adrian Vaughan ( Ian Allan Publishing 2003 ; paperback version 2008 (ISBN 978 0 7110 3169 2) A short section on the SMJ route on pages 78-81.</span></p>
<p><span>"The Last Years of Steam Around The Midlands - From The Photographic Archive of the late A.J. Maund" - Michael Clemens (Fonthill Media 2013) - has 2 pictures of 'Chiltern 200' Railtour</span></p>
<p><span>"The Redditch and Evesham Line" - Bob Yate (Oakwood Press 2015) - some limited information about Broom Junction</span></p>
<p><span>"Great Western Steam in the Midlands" - Michael Mensing (Bradford Barton 1973) - has 1 picture of train on Stratford SMJ to GWR Loop</span></p>
<p><span>"The Chilterns and Cotswolds" Davis and Grant (David & Charles 1977) has a few pictures of the SMJ</span></p>
<p><span> "Warwickshire Lime & Cement Works Railways” - Sydney A Leleux (Oakwood Press 2014) info about Ettington Limeworks</span></p>
<p><span>"Junctions at Banbury" - Barrie Trinder (Banbury Historical Society 2017) has several references to the SMJ and much about Merton Street</span></p>
<p><span style="text-decoration: underline;"><em><b>Magazine Articles</b></em></span></p>
<p>The Railway Magazine - November 1902 - Vol 11 p393 - part of T R Perkins 'The Railways of Warwickshire' covers the E&WJR.</p>
<p>The Railway Magazine - April 1910 - Mr Russell Willmott, Traffic manager and Engineer SMJ is interviewed by the RM.</p>
<p>The Railway Magazine - April 1933 - D S M Barrie describes the SMJ.</p>
<p>The Railway Magazine - August 1952 - "To South Wales via Towcester" by Michael Robbins.</p>
<p>The Railway Magazine - April 1956 - "On the SMJ by Freight Train" - D A Beacock (Headmaster of Towcester Grammar School at the time) - describing his footplate ride from Towcester to Stratford on the pick-up freight and back with much detail of the working. </p>
<p>The Railway Magazine - Vol 26 p265; Vol 30 p169; Vol 72 p235 ( <strong>NB. some of these may refer to already mentioned articles</strong>) </p>
<p>The Locomotive Magazine 1902 & November 1911</p>
<p>Railway Archive - issue 29 - ISSN 1477-5336 pages 25 - 30 - an article about early E&WJR locos.</p>
<p>Model Railway News-January 1964 pages 176 - 183 - details and plans of Ettington Station, suitable for modelling, plus a short article and 9 photos of the buildings.</p>
<p>Trains Illustrated - Feb 1952 - an article "The SMJ in Modern Times" (B Cooke), and another "The Banbury Branch" (O H Prosser)</p>
<p>Trains Illustrated - April 1952 - four interesting follow-up letters re the above.</p>
<p>Trains Illustrated (Sept 1960) “ New SMJ Connection at Stratford–on(<i>sic</i>)-Avon” – T E Williams photo feature</p>
<p>Steam World (May 2007) “Is that you, Butcher? (Part 2)” – David Butcher – a footplateman’s excellent account of the famous‘Wandering 1500 Railtour’, covering the SMJ section</p>
<p>Railway Bylines (December 2007) “The Stratford-upon-Avon & Midland Junction Railway (Part 1)”- I C Coleford – a general article on the BR days</p>
<p>Railway Bylines (January 2008) “The Stratford-upon-Avon & Midland Junction Railway (Part 2)” – D Cummings – a description of a journey made by E Ruck in 1951</p>
<p>Railway Bylines (March 2008) “Freeman’s Forays” – Leslie Freeman – photo feature with pictures of Towcester, Blakesley, Morton Pinkney and Woodford/Byfield area from 1964</p>
<p>Railway Bylines (March 2012) "The SMJ Revisited - A Personal View (Part 1)" - Barry Taylor - features the Ravenstone Junction to Towcester section.</p>
<p>Railway Bylines (April 2012) "The SMJ Revisited - A Personal View (Part 2)" - Barry Taylor - features the Towcester to Banbury section.</p>
<p>Railway Bylines (June 2012) "The SMJ Revisited - A Personal View Part 3)" - Barry Taylor - features the Towcester to Ettington section.</p>
<p>Railway Bylines (July 2012) "The SMJ Revisited - A Personal View Part 4)" - Barry Taylor - features the Ettington to Broom section.</p>
<p>Railway Bylines (July 2015) "Early Days at Byfield Ironstone Siding" - Barry Taylor - contains new research carried out at the Records Office, Kew by Barry.</p>
<p>Railway Bylines (November 2015) "Railway Journeys Never Made - SMJ Part 1 " - Barry Taylor - describes an imaginary journey from Northampton Castle to Stratford Old Town.</p>
<p>Steam Days (Jan 2009) – “Stratford–upon-Avon & Midland Junction Railway 100 Years On” - Andy Thompson – a general history which focuses on the financial ‘ups and downs’ of the SMJ line</p>
<p>Midland Railway Society Journal No 41 (Autumn 2009) “Bedford to Gloucester via the SMJ” – Maurice Jeyes – describes a Bedford 14E lodging turn over the SMJ</p>
<p>Midland Railway Society Journal No 58 (Summer 2015) "Some notes on Ravenstone Wood Junction - Robin Cullup - Robin's research into workings through this link with the Midland Railway near Olney including workings to Northampton and to the SMJR</p>
<p>Steam Days (June 2010) “Byfield (S&MJR)" - Rex Partridge - about Byfield and also new information about Woodford – Stratford through freights of the early‘60s</p>
<p>British Railway Journal No. 76 (Wild Swan Publications) - "Towcester in the 1930s" - Bill Kendall and Chris Turner.</p>
<p>British Railway Journal No. 78 (Wild Swan Publications) - "Wappenham" - Bill Kendall Turner.</p>
<p>Forward (GCR Society Magazine - June 2011 )”The Great Central Railway and Shakespeare’s birthplace” – David Wrottesley – new information on early GCR through coaches and connections with the SMJ</p>
<p>Model Railway News September 1963 pages 27 - 29 - details and plans of the Ro-railer, suitable for modelling</p>
<p>Railway Modeller March 1968 and July 1968 - details and plans of Blakesey Station, suitable for modelling</p>
<p> Railway Archive No29 Lightmoor Press ISSN 1477-5336 - Barry Taylor's article "A French Farce in West Northamptonshire" about a fire involving the E&WJR's French 0-6-0 in 1875.</p>
<p>Railway World May 1976- good two page pictorial of the line in the late 50s/early 60s.</p>
<p>Best of British March 2017 - short article on the Ro-Railer</p>
<p><span style="text-decoration: underline;"><em><b>Magazine Articles with some references to the SMJ</b></em></span></p>
<p>The British Railway Journal No 70 (Wild Swan Publications) -Chris Turner- all about Banbury Merton Street.</p>
<p>LMS Journal - Special LMS Edition - "The Broom Connection" - Bob Essery - deals with both the Redditch - Ashchurch line and the SMJ to Stratford.</p>
<p>The Locomotive Magazine (15<sup>th</sup> May 1906) “Blakesley Hall Miniature Railway”</p>
<p>The Model Engineer and Electrician (5<sup>th</sup> July 1906) “The Blakesley Hall Miniature Railway”</p>
<p>Steam Days (October 1992) “Woodford Memories” – Clive Boardman – mentions firing WDs and a B16 on the SMJ</p>
<p>Back Track Feb 2005 Vol 19 p118</p>
<p>Railway Wonders of the World Part 21 - The Amalgamated Press Ltd June 21<sup>st</sup> 1935.</p>
<p>Locomotives Illustrated. "The Locomotives of the Smaller LMS Constituents - The Furness, Maryport & Carlisle, Wirral, C&WJR, KE and S&MJ Railways". April-June 2006 The basic information is on pages 5 and 6, although there are black and white photos of SMJ locos on pages 3,6,15-19.</p>
<p>Steam Days (June 2012) "Related Through Ironstone" - Rex Partridge - about Byfield & Charwelton Ironstone quarries.</p>
<p>British Railways Illustrated (April 2014) 'More on Northampton Shed' - Barry Taylor - a couple of snippits about the SMJ in this excellent general article about 2E in '49.</p>
<p>Railway Locomotives (October 1946) The LMSR Banbury Branches - Anthony J Bryant - contains details of workings from the SMJR as well as from the Bletchley Line</p>
<p>Meccano Magazine (August 1956) An account of the the SMJR railtour which began at Kings Cross with some reference to the route taken over the SMJR lines</p>
<p><span style="text-decoration: underline;"><em><strong>DVDs</strong></em></span></p>
<p>“The Shakespeare Route – the SMJ” (Hillside Publishing) is the only DVD specifically about the SMJ</p>
<p>“Ian Lyman ‘s East Midlands” includes a trip along the SMJ to Woodford West</p>
<p>“Routes from Northampton” (Cine Rail) brief coverage of the SMJ but lots about Northampton inc 2E</p>
<p>“The Great Central – The Route Explored Vol 2” (TVP) not a lot on the SMJ but excellent coverage of trains at Woodford inc 2F, Charwelton & Catesby tunnel area</p>
<p>B & R Video's "No 25 East Midlands" - Jim Clemen - has footage of the Northampton to Bedford branch with shots of Olney and the shed and yard at Olney and the SMJR junction.</p>
<p>B & R Video's No8. "Great Central. Woodford Halse" - has the last steam special at Byfield Ironstone sidings. The Bagnall and the Avonside are seen stored in the open - no sign of the shed</p>
<p>B & R Video's No 15 "Gloucestershire & Warwicks" - SMJR Stratford to Woodford.</p>
<p>B & R Video's Vol 205 Ultimate Archive Steam Series – The Jim Clemens Collection No 32 - “London Midland Steam Miscellany No3” - The DVD includes colour footage of the SLS Farewell Rail Tour 24<sup>th</sup> April 1965 and shows nice views of Goldicote Cutting & Kineton. There are also short clips of both Olney & Ravenstone Wood Jnct.</p>
<p><span style="text-decoration: underline;"><em><strong>On VHS only</strong></em></span></p>
<p> Ivo Peters. "Ironstone Collection" a railway club seen visiting Byfield</p>
<p> </p>
<p>Updated 29/01/2019 R Bodily</p>
<p> </p>
<p> </p> Last Years of the SMJ Pickupstag:thesmjr.ning.com,2011-08-01:3138568:Page:274972011-08-01T10:01:49.610ZDick Bodilyhttps://thesmjr.ning.com/profile/Dick
<p align="center"><span style="text-decoration: underline;"><span class="font-size-6"><b>The last years of the SMJR line pick ups.</b></span></span></p>
<p align="center"><b>(Local freight and ironstone trains in the ‘50s and ‘60s.)</b></p>
<p align="center"><b> </b></p>
<p>Once the Towcester - Ravenstone Junction section of the former SMJR had closed, through freight workings east of Woodford West Junction ceased leaving just the ironstone workings to and from Blisworth and Byfield…</p>
<p align="center"><span style="text-decoration: underline;"><span class="font-size-6"><b>The last years of the SMJR line pick ups.</b></span></span></p>
<p align="center"><b>(Local freight and ironstone trains in the ‘50s and ‘60s.)</b></p>
<p align="center"><b> </b></p>
<p>Once the Towcester - Ravenstone Junction section of the former SMJR had closed, through freight workings east of Woodford West Junction ceased leaving just the ironstone workings to and from Blisworth and Byfield quarries, the ‘Round the World’ and the Blisworth – Stratford or Woodford West pickup goods services.</p>
<p><span style="text-decoration: underline;"><em><span class="font-size-5"><b>Blisworth Ironstone Class J</b></span></em></span></p>
<p>According to a working timetable of 1961 on Mondays and Wednesdays only, after the Byfield Class J and the Stratford Pick up goods had departed, iron ore empties were taken from Blisworth exchange sidings to Blisworth Ironstone sidings at 9 45am as a class F working. The same loco bringing back the loaded wagons as a Class J returning to Blisworth by 10 25am. These trains were allowed 5 mins only to complete the trip whether loaded or not. Details of steam locomotives used on this working would be welcome as I suspect that Ivatt 2MTs were used but have no direct evidence.</p>
<p>After the section from Woodford West to Blisworth ironstone sidings closed in 1964 it was usual for a diesel shunter to propel empties to a point on the main line level with the transfer siding, returning with the loaded wagons collected from the siding. Up to 14 loaded tipplers at a time could be conveyed in this way. Towards the very end, main line diesels working the 1245 the Blisworth – Frodingham, including namer class 44 ‘Peaks’, took the place of the Class 08s, propelling the empty tipplers to the quarry, then taking the loaded train direct from the quarry sidings back to Blisworth, ready to go on to Frodingham. These workings finished after 30<sup>th</sup> September 1967.</p>
<p><span style="text-decoration: underline;"><em><span class="font-size-5"><b>Byfield Ironstone Class J</b></span></em></span></p>
<p>This was the first train of the morning to depart from Blisworth. Booked to leave at 8 55am daily apart from weekends ( 1961 WTT) it took the empty 16 ton ironstone trucks back towards Byfield. This was invariably a Northampton (2E) Stanier Class 8F working, one of the engines that appeared on this working was the now preserved 48305 which was shedded at Northampton from 1957 until November 1962. This engine would have arrived light engine from Northampton coupled to the engine that would work the Blisworth class J on the days that it ran.</p>
<p>When Northampton still had ‘Super Ds’ back in the ‘50s these were sometimes used as occasionally were Black 5s right up to the end of the workings. A Nuneaton ‘Super D’ appeared on one occasion during December 1960, earlier in the year a Toton 9F had turned up with the train. 4Fs were occasionally used in the ‘50s. Loads were presumably slightly lighter as they would have struggled on the 1 in 98 gradient coming out of the Byfield Ironstone reception sidings if they had some of the loads that the 8Fs had to tackle.</p>
<p>If on time the train passed Blakesley at around 9 23am and often consisted of a longish rake of empty 27 tonners. Facing a two mile climb at 1 in 101 up the bank through Plumpton Wood and confident of the baton token handling skill of Blakesley signalman Tommy Townsend, the driver would usually open up the regulator and accelerate smartly sending a plume of black smoke sky high as the train approached the down home signal. We lads assembled on the road bridge just past the station would dare each other to get ‘a faceful’ of the smoke by looking over the parapet, the braver or more foolhardy would quickly run across the road to get another faceful on the other side of the bridge. Later we would proudly return home looking like chimney sweeps. </p>
<p>According to the 1961 WTT, on arriving with the empties at Woodford West the 8F and brake van would go on to Byfield where there was a scheduled 5 min stop to take on water. The engine and brake van would arrive at Byfield Ironstone sidings at 10 17am, then would return to Blisworth with the loaded iron ore wagons arriving back at 12 25pm. How the empties got from Woodford West to Byfield Ironstone sidings is not clear from the WTT, presumably they were taken on by the Woodford ‘Round the World’ pick up. Neither does this light engine working from Woodford West to Byfield Ironstone sidings tie in with regular sightings at Byfield during this era. Rex Partridge recalls that he regularly saw the 8F arrive there, usually tender first, with the train of empties. He remembers that most of the wagons were grey steel ones and labelled ’IRON ORE TIPPLER’. They also had a white diagonal stripe that occupied about one third of the wagon’s side. He recalls being given a ride on K3 61841 from Byfield to the ironstone sidings one day in 1961 where a Northampton 8F on this working had derailed. He is not sure whether the K3 took the loaded iron wagons back to Blisworth or whether it took them just to Woodford.</p>
<p>Most if not all of the loaded Byfield iron ore wagons assembled daily at Blisworth went forward to Etruria via the West Coast main line, leaving Blisworth (Tu,W,ThO) at around 2 am (at 3 35am in 1961). In 1960 on average 1000 tons of ore was being conveyed from Byfield to Etruria each week. A Northampton engine and crew would be relieved at Nuneaton. Another train which ran on Mondays and Wednesdays only was the 12 45pm Blisworth – Frodingham. A return working brought back the empties arriving at Blisworth at 6 27pm. Probably most if not all of the Frodingham working consisted of ore from the Blisworth Ironstone quarry as Byfield iron ore largely went to Etruria. All freight services east of Woodford West including this iron ore train officially ceased on 3<sup>rd</sup> February 1964, but the actual last working may have taken place slightly earlier.</p>
<p><span style="text-decoration: underline;"><em><span class="font-size-5"><b>The ‘Round the World’ Pick up goods and minerals</b></span></em></span></p>
<p>This daily weekdays pick up working linked the various Woodford Yards with the ironstone sidings at Byfield on the SMJR and Charwelton on the Great Central main line. In 1960 an average of 1500 tons of ore was being taken away from Byfield alone by these workings for eventual conveyance to Renishaw in Derbyshire. Although often performed by a Woodford engine such Thompson L1 tank, an ex LMS 2-6-4 tank, an LNER J39 0-6-0 or a ‘Pom Pom’ J11, especially towards the end of the SMJ almost any engine that could be seen on Woodford shed might be used on it. (See the ‘Classes seen on SMJ rails’ page on this website to appreciate the amazing variety). Strangely bearing this fact in mind few photographs of this interesting working seem to have been published. One in ‘Branch Lines around Towcester ‘ shows it heading for Woodford Yards with its L1 tank carrying a Class J headcode. Another picture taken by the same photographer of the same engine probably earlier on the same day shows it leaving Woodford West sidings working towards Byfield carrying a class K headcode. Strange, but it was officially a Class K pickup until it got to Byfield Ironstone sidings but became a Class J minerals as soon as it was due to leave from there. In 1960 the Class J and Class K catagories were almagamated by BR to become Class 9 mineral or pickup goods, so this change of description and lamp code no longer took place.</p>
<p>As at no point in its comings and goings was the locomotive in charge of the’ Round the World’ more than a couple of miles away from the safety of Woodford shed, this working was frequently used to test out both Woodford and ‘foreign’engines that had recently had some repairs carried out by Woodford. Rex Partridge noted B16 61444 and York K1 62063 among many unusual loco workings. They were both tried out on this working after needing some minor work done following arrival at Woodford Up New Yard with fitted freights. The now preserved ex -Woodford ‘Flying Pig’ 43106 also appeared on it on occasion.</p>
<p>The ‘Round the World’ was booked to leave Woodford Yards early afternoon initially running as a Class K pick up goods, its crew signed on at the sheds and took what ever engine was deemed available. They then proceeded to the Old Up Yard where they picked up their train at 2 15pm according to the June - September 1959 WTT, but in other periods it ran at 2 25pm. First stop was Woodford West sidings (due at 2 20pm 1959 WTT) where shunting took place and where transfers with the SMJR generally took place. The siding here were along part of the disused south curve which was initially briefly used for through services from Marylebone – Stratford. The SMJR morning pick ups bound for Blisworth and Stratford had both left Woodford West by this time in the morning. Next stop was Byfield Ironstone sidings where further shunting took place and where loaded iron ore tipplers eventually bound for Hawarden Bridge via Woodford and Banbury were picked up. An unusual practice that took place here was for the brake van to be left at a point on the gradient between the Twistle and Muddy Lane bridges with its brake firmly applied standing on the SMJ main line for about half an hour, while this took place, then allowed to run back onto the completed train by the force of gravity alone. According to the 1959 WTT it was due to leave at 4 15pm but often by about 3pm the train was on its way back to Woodford where it dropped its loaded iron stone wagons in the Old Down Yard. By now it would be running as a Class J ironstone train. It then went on to the New Down Yard where it picked up a Woodford C&W examiner who would examine the wagons at Charwelton. Next stop after a short dash along the GCR main line was Charwelton ironstone sidings. Quite often this part of the working would be engine and brake only. In 1959 it was booked to arrive at 'Woodford Yards' at 4 15pm and leave at 4 32pm. At Charwelton’s transfer sidings (arriving at 4 52pm 1959 WTT) the C&W man would check loaded wagons that were to be collected and taken to Woodford New Up yard . Towards the end of ironstone working these wagons were taken to Woodford New Down Yard instead as they were eventually to leave northbound up the Great Central route. As can be seen the ‘Round the World’ acted as a trip freight working between the four Woodford yards as well as a pick up for the ironstone wagons. The loco and crew had not finished yet as they would then stand as passenger pilot at Woodford station into the evening. One duty in the ’50s was to transfer coaches used on the last ‘Ord’ service from Marylebone to Woodford to siding near Woodford North Junction. These carriages can be seen standing there in some pictures and videos of the period taken from the Eydon Road bridge.</p>
<p>Byfield Ironstone closed early in 1965 and with it the visits by the ‘Round the World’. The last such working ran on 12th January 1965 with Woodford 8F 48141 in charge. The last goods to be handled at Byfield station itself was believed to have been metal rods used in the construction of the radio communications tower on a hill between the village and Charwelton.</p>
<p><span style="text-decoration: underline;"><em><span class="font-size-5"><b>Stratford-Blisworth Pick up Goods.</b></span></em></span></p>
<p>By 1961 these workings, which had at one time run from Broom Junction to Blisworth, ran on Mondays, Wednesdays and Fridays only. They typically consisted of a mixture of vans and mineral (mainly coal) wagons. </p>
<p>My memories of the pick ups were of what happened at Blakesley. From a very early age in the late ‘40s I was taken by my gran to watch the trains go by. In those days passenger as well as freight workings passed mainly hauled by tall chimneyed Stratford 3Fs or by 4Fs from a variety of sheds. Occasionally double headed 4Fs worked through freights to and from the Olney line. East of Woodford West both Towcester and Blakesley received coal wagons for local coal merchants by means of the pick ups almost up to the end of the line. Wiggins and Williams stored coal at Towcester, while Ted Botterill stored his at Blakesley. For a couple of weeks when I was in my teens I was off school with German Measles and not allowed to go to school. As I was getting under my mother’s feet Ted, who lodged with my gran, offered to take me on his deliveries. Each morning we would collect his immaculate Morris Commercial lorry from a lock up garage at the back of Drinkwater’s grocery store and drive to Blakesley station. Ted specialised in bulk deliveries of a quarter of a ton upwards, leaving most of the casual single sackful trade to the bigger firms. As he only had one lorry he would tend to have only one wagon to unload at a time. He would pull up his lorry next to the wagon so that it was easier to shovel coal from the wagon. When the lorry was full he would drive it a few yards to his bunkers then tip it. A whole wagon could be quickly unloaded this way. Often the Blakesley signalman to earn a few extra bob would gradually unload a wagon for Ted during slack periods. When loading up large bulk deliveries Ted would use the station weighbridge to weigh his lorry before and after loading an order to check that he had been accurate and fair in his measures rather than weigh individual bags. Theft of coal at night time could be a problem and he sometimes tipped a bucket of whitewash over his coal heap to check if this was taking place. When Ted became seriously ill just before the closure of the line he employed two men to carry on his business. So that these men, who lived in Abthorpe and Woodend, had a shorter distance to collect the lorry each morning, Ted had a new lock up garage constructed at the station next to his coal store. This light coloured wood building is prominent in photos of Blakesley station taken in the ‘60s. One of these men, the late Derrick Bodily recalled that Ted was always looking for a good deal so never stuck with just one colliery for long. Consequently coal would arrive for him at Blakesley on the pick ups from both directions. If a wagon was being dropped from a down pick up, often the 4F would pull forward into the siding then reverse leaving the wagon in the headshunt, from which point the wagon would be allowed to roll into the siding once the engine was out of the way. A drop off from a Blisworth bound pickup would involve simply reversing into the siding, uncoupling the wagon, then giving it a gentle shove. Ted wasn’t adverse to having coal products especially coke delivered to the station yard by road. There wasn’t any real demand for smokeless fuels for household use in the ‘50s or even the ‘60s but coke was used to fire heating boilers in local schools including Blakesley’s which usually received its coke supplies from Wiggins. At times in the ‘50s both Wiggins and Williams were also having occasional coal deliveries at Blakesley as well as regular ones at Towcester. The village policeman would cycle to the station most mornings to show a police presence and also to have a chat with Stationmaster Cecil Smart, his bike can be seen propped against the main station building in some of the photographs taken at the time. They were frequently joined in conversation by Ted and the guard from the Stratford pick up; working life seemed much less pressured and more leisurely in those days even if it often involved more risk and physical effort. Ted died around 1962 and Derrick kept the business going for a short while while Ted’s legal affairs were wound up in December of that year. Derrick thought that no more coal wagons arrived at Blakesley after this date and that by then very little goods was handled there at all.</p>
<p>In addition parcels and other boxed goods would be unloaded at Blakesley station platforms from the vans and taken into the station building. One of the local shops still had some of its goods delivered by rail, some farm animal feed arrived also. This service proved invaluable during the great snows of 1963 as the village was completely cut off by road for well over a week. Also it must be remembered that in the ‘50s people could relatively inexpensively send large items by rail to almost anywhere in the country. As a small child I received my first bicycle in such a manner. My cousin in Cornwall had grown out of it. It came all the way to Blakesley from Perranwell on the Falmouth branch, dismantled inside a large cardboard box. While Dad reassembled it I made a den inside the box! Towcester handled much more general goods including various assignments for Groom & Tattersalls foundary opposite the station.</p>
<p> During the early ‘50s according to the 1951 WTT, these services had been daily with calls at Aston le Walls siding and Byfield Ironstone sidings timetabled by the down Stratford bound train. It’s likely that the latter call was to supply the Byfield ironstone locos with coal rather than to take or drop iron ore tipplers. Up until the closure of Stratford shed (21D) these pickups, along with the passengers trains until their withdrawal, were usually powered by Stratford 3Fs and 4Fs or by Northampton 4Fs. Northampton only had one 3F of its own but many Northampton crews preferred the saturated Stratford 3Fs to their own superheated 4Fs particularly for passenger workings. They were said to accelerate better on these lightly loaded trains. I recall seeing Northampton’s sole 3F 43399 on the Stratford pickup at least once in the late ‘50s. Further back in time Northampton Johnson 2F 0-6-0s often worked these workings. Engines were stabled at Stratford 21D or Northampton 2E overnight. Occasionally 4Fs from other sheds, especially Bedford and Saltley would appear. But by the ‘60s all the pick ups were usually in the hands of Northampton’s 4F fleet. Not that other classes never appeared though. I once saw a Woodford K3 on a Blisworth bound pick up and when servicing of the locos was transferred to the ex GWR shed at Stratford very occasionally a Collett 22xx 0-6-0 would work through to Blisworth, then go on to Northampton shed to be stabled overnight. A Wellingborough Class 08 Diesel shunter was once seen working a train westwards near Blakesley. The last few weeks were the preserve of Northampton shedded ‘Flying Pigs’.</p>
<p>Crewing was not an all Northampton preserve. Before the passenger services were withdrawn five crews actually signed on at Blisworth to work SMJ line trains along with their Northampton and Stratford based counterparts, they also crewed the 8F hauled chalk tipper trains which originated rom Tottenhoe Quarry sidings on the Dunstable – Leighton Buzzard line and ran on from Blisworth exchange sidings to Southam cement works on the Weedon – Leamington line. I well remember these trains thundering through Banburylane Crossing on the West coast Main line not quite so spectacularly as the Annesley - Woodford Runners on the Central but very impressive none the less. After the demise of the SMJ line passenger trains 2 or 3 crews still signed on at Blisworth to work these chalk trains.</p>
<p>The standard crewing procedure for the SMJ line pick ups however from at least the late ‘40s onwards was for Stratford crews to work the up train from Stratford and for Northampton crews to work the down train from Blisworth. When the two trains met roughly midday at Byfield their respective crews would swop trains and work back to where they started from, the opportunity was taken to take on water as Byfield was one of the few SMJ stations that had a tower water tank. It is said that many of the Northampton crews were not signed for the route beyond Byfield, but in actuality the progress of these pickups was so slow that a trip as far as Byfield and back would comfortably fill up a shift. Incidentally when the Olney line was still open Bedford crews often worked lodging turns to Gloucester with through freights over the SMJR.</p>
<p>The last day of the Stratford –Blisworth pick ups was 7<sup>th</sup>September 1962. Both trains were worked by Northampton’s ‘Flying Pigs’, 43115 hauled the Blisworth bound train that day. These Ivatt 4MTs which had replaced 2E’s 4F fleet were transferred soon after the demise of the SMJ pick ups east of Woodford West. After they ended the late John Jennings travelled on a special working from Stratford which collected stranded empty wagons from sidings at Ettington and Kineton. Sidings further east continued to be served by other workings as detailed elsewhere.</p>
<p><span style="text-decoration: underline;"><em><span class="font-size-5"><b> </b><b>Blisworth – Woodford West pick ups</b></span></em></span></p>
<p>On Saturdays, when there was no Stratford- Blisworth pick up service scheduled, a pick up goods would run from Blisworth as far as Woodford West only. The 1961 WTT shows it leaving Blisworth at 8 55am and returning from Woodford West at 11 15am finally arriving back at Blisworth at 12 55pm. It was booked to stop at Towcester and Blakesley for about ten minutes at each in both directions. Blakesley signalman Tommy Townsend would shut down his signalbox at about 12 noon then dash off to get ready to manage Blakesley & Woodend Football Club. This was was a tight schedule with KO times at around 2pm especially if they were playing an away match some distance away at Winslow or Brixworth for instance. Loco power was almost invariably a Northampton 4F although 8Fs and Black 5s very occasionally appeared. It is not known how any wagons destined to be collected by this pick up arrived at Woodford West as the ‘Round the World’ was not thought to have ran on Saturdays but there are unconfirmed reports that Woodford’s Cl 08 shunters may have made local trips workings to Woodford West in addition to the regular steam hauled ‘Round the World’.</p>
<p>On weekdays there was also a similar service in the afternoon to Woodford West. This is shown in the 1961WTT as taking the form of an engine and brake working from Blisworth to Woodford West leaving at 1 35pm and arriving at 2 35pm. This would work back as a non stop pick up goods leaving at 3pm and arriving back at Blisworth at 3 55pm. This working was usually a Northampton 4F but quite often an 8F. Presumably it was to collect any wagons or trucks left for it at Woodford West by the ‘Round the World’.</p>
<p>From 7<sup>th</sup> September 1962 the Stratford – Blisworth pick ups were discontinued and until the complete closure were replaced by Blisworth – Woodford West workings similar to the previous Saturday service. At around the same time the afternoon working was discontinued. I’ve not been able to ascertain whether or not this was a MWF only or a daily working. It has variously been reported as leaving Northampton at 7 30am and also at 9am. By this time other locomotive types were becoming more frequent on this working, Black 5s or 8Fs even 9Fs were provided by Northampton shed, while all its 4Fs had been gone by June ’62 to be temporarily replaced by ‘Flying Pig’ Ivatt 4MTs. These only lasted for 4 months at 2E but one was photographed on the SMJR by Peter Fleming . The late Ian Lyman working as a railwayman at the time took trips on some of these last workings to Woodford West leaving Northampton at 7 30am, filming what was eventually to appear on his excellent East Midlands DVD. He recalled ‘The only trains over this end of the SMJ as far as I know in my time were the 12.45 Blisworth - Frodingham ironstone (empties were pushed up before taking the full loads away) and the 8.30 Northampton - Woodford West Jct. pick up freight which ran Mon. to Sat. I travelled on the Woodford goods on a good many occasions. It was booked to leave Northampton Up Sidings at 8.30am Mon to Sat taking traffic for the SMJ, worked at Blisworth then left there around 9.30 depending on how much needed to be done and how long it took to get across the main line. It worked at Blisworth Ironstone Sidings, Towcester and Blakesley and on arrival at Woodford West Jct. (see my Telerail DVD) they shunted the small yard then went down to Byfield box for lunch where the signalman had the kettle boiling ready. On occasion they would fly shunt the BRO down whilst the engine took water then followed later. Northampton Loco and men worked the job. There would be a Blisworth Guard until they all transferred to Northampton, I think around early 1963, then the job was one of 12 in a Northampton link. I looked upon this working (along with the Oundle daily goods which I joined at Billing) as a good day out when I could get my hand on the regulator ! We had 120 goods guards at Northampton then and I knew them all together with many drivers and firemen and worked with the Running Foremen so getting rides at one end of the train or the other was no problem on any of the Northampton jobs except perhaps running into Euston - it was prudent to transfer into the train before arrival there as you didn't know who was about..! Always an interesting day out for me...!’<br>
The last working was believed to have been around January 1964, the official closure date east of Woodford West was 3<sup>rd</sup> February 1964.</p>
<p><span style="text-decoration: underline;"><em><span class="font-size-5"><strong>Parcels train?</strong></span></em></span></p>
<p>A photograph exists of a mysterious Northampton - Stratford 'parcels' working, seen reversing into Towcester's up platform headed by now preserved Northampton 8F 48305. Despite the train being formed of what appear to be GUV type vehicles the loco carries a pick up freight Class K lampcode which suggests that the working is the normal Stratford pickup formed of very unusual stock and unusually 8F hauled. It's dated 16th February 1962. Any information would be welcome.</p>
<p><span style="text-decoration: underline;"><em><span class="font-size-5"><b>Stratford GW yard – Clifford Sidings trip working</b></span></em></span></p>
<p>There was a trip working from Stratford WR yard to the SMJ yard that usually took place around 10am. and was worked by a Collett 0-6-0. According to the late John Jennings sometimes this was delayed until the afternoon if the SMJ box had not been open earlier. But when the Stratford – Blisworth pick ups were discontinued a daily working from the GWR Birmingham Road Yard to Clifford Sidings continued hauled by a Collett 0-6-0. Coal and ash from motive power depots including Leamington and Nuneaton would be conveyed in standard 10t open wagons. If there was no traffic on a particular day the 2251 class would still run light engine to take a churn of drinking water to Clifford Sidings. Coal and agricultural supplies were taken to Old Town yard as well for the Coop coal depot and for Dingley’s.<b> </b></p>
<p><span style="text-decoration: underline;"><em><span class="font-size-5"><b>Occasional ironstone workings</b></span></em></span></p>
<p>Rex Partridge has established by conversations with a former employee at Byfield that occasionally ironstone was taken westwards from Byfield, he’s not sure whether or not these workings finished once the the Broom section of the SMJR closed to traffic. John Jennings has pointed out to me that the quality and type of ironstone mined at different quarries varied greatly and that different foundaries or steelworks might require a different type of ironstone for a particular task and that this might well have led to occasional unusual workings from westwards or eastwards from Byfield or Blisworth as well.</p>
<p><span style="text-decoration: underline;"><em><span class="font-size-5"><strong>Light engine workings east from Woodford 2F</strong></span></em></span></p>
<p>As witnessed by myself and various others including Robin Patrick (at the time a Blisworth main line signalman) in the ‘60s sometimes engines would travel light engine eastwards from Woodford to Blisworth. The reason for these working which often took place late morning on Saturdays was to take engines from Woodford shed to Rugby 2A for work to be done. Sometimes these engines would spend a night on Northampton shed en route. When the Great Central London Extension became part of the London Midland Region, Rugby 2A shed ‘pulled rank’over Woodford as the area’s main shed and demanded that some repair work that Woodford had probably been better capable of doing was transferred to them. This was all part of the grand scheme of things where the LMR gradually ran down the Great Central main line. It is said that the staff at Rugby didn’t know how to deal with problems with ex LNER 3 cylinder engines with Gresley conjugated valve gear and that fitters had to urgently sent for from Woodford to complete some of the very work that they had been unjustly deprived of! Often engines needing work at Rugby would be towed dead from Woodford behind a WD 2-8-0. Also engines that had strayed to Woodford from ex LMS depots would be returned by such workings. Among such workings round 1960/1 on a Saturday I once saw a Woodford WD towing a York B16 and a Wellingborough Crosti 9F eastwards through Blakesley. Robin Patrick saw ex LNER types and is pretty sure that these included a V2 at Blisworth around the same time. A Darnall B1 appeared at Towcester as well.</p>
<p><span style="text-decoration: underline;"><em><span class="font-size-5"><strong>Cattle trains</strong></span></em></span></p>
<p>Cattle wagon workings had become rare by the ‘50s even, but were observed by the late Derrick Bodily at Towcester and Blakesley while working for coal merchants at both locations. By necessity such cattle wagons to avoid unnecessary suffering to the livestock had often to be worked as special one off workings. Peter Fleming recorded seeing such a working leave Blisworth in the early ‘60s. The engine and brake returned soon after suggesting that the livestock travelled only as far as Blakesley at the furthest, more likely Towcester. Clive Boardman (Woodford fireman in the ‘50s) recalls taking a couple of cattle tracks from Woodford to Kineton behind a borrowed B16. (See the ‘Clive Boardman Remembers’ page on this website) However, up until the late ‘50s possibly later, a dealer at Towcester would receive unfortunate old horses that had travelled via a normal goods service. These horses would then be led up to six at a time to a field beside the A5 near the police station where they would stay for a day or so before being taken to an animal slaughterhouse by lorry.</p>
<p><span style="text-decoration: underline;"><em><span class="font-size-5"><strong>Breakdowns and Inspections</strong></span></em></span></p>
<p>On the rare occasions that breakdown trains were required they originated from Woodford and were usually WD hauled. Occasionally inspection coaches would visit parts of the SMJR usually from Northampton, occasionally from Stratford. Woodford also sometimes sent route learning trains especially to learn the new route when the Stratford South Curve opened in June 1960, L1s were photographed on such workings.</p>
<p>PW staff were still using a hand propelled trolley to travel to locations along the line in the early 50’s. Much earlier in SMJ and LMS days my grandfather used a bicycle type device, probably the one pictured in Jordan’s book. A small petrol engine trolley took the place of the old ‘handpump’. It was stored at either Towcester or Byfield. Proper inspection trains were much less frequently seen and a variety of locos appeared on them ranging from Fowler 2Ps to modern BR Standard types.</p>
<p><span style="text-decoration: underline;"><em><span class="font-size-5"><strong>Unscheduled pick ups</strong></span></em></span></p>
<p>During the late ‘50s or very early ‘60s I remember on at least one occasion a pick up freight arriving at Blakesley at around 3pm on a Saturday afternoon . Whether or not this was a very late running Saturday Blisworth – Woodford West morning pick up or a one off trip working I do not know, but it spent a lot of time shunting at Blakesley station and may well have returned directly to Blisworth without travelling further west. Unfortunately I was more interested in watching the football match in an adjacent field at the time. I also recall that Tommy Townsend would sometimes have to stay on duty on Saturday afternoons as trains were due to run and he would miss watching his team play but I’ve no idea what the workings were but only that this very rarely happened.</p>
<p><span style="text-decoration: underline;"><em><span class="font-size-5"><strong>Car carriers</strong></span></em></span></p>
<p>During the late '40s and/or early ‘50s at on at least four occasions an experimental special car carrier service transported away new Rootes Group vehicles that had been stored at Silverstone Airfield from a ramp at or near the cattle dock at Towcester. The Rootes Group rented the 5 hangers at Silverstone Airfield from the Air Ministry from 1946 onwards, at a time when the RAC was beginning to lease the runways and perimeter road to develop the motor racing circuit. Thousands of Rootes vehicles and spares were stored in the hangers, including Hillman Minxes, Sunbeams and Humber Snipes.</p>
<p><span style="text-decoration: underline;"><em><span class="font-size-5"><b>Storage of rolling stock at Towcester and along the closed Olney branch</b></span></em></span></p>
<p>From the late ‘50s onwards much redundant and frequently vandalised stock was stored at Towcester. Coaches were stored on the long siding towards the former Greens Norton Junction which occupied the formation of the closed Banbury route, while wagons were stored along the former Olney route. I only saw coaches being added or removed a couple of times, once by two 8Fs and another time by a Jubilee.</p>
<p>By October 1958 "The Railway Observer" reported that "During the first two weeks of August, over 1000 surplus wagons were placed on the eastern end of the Ravenstone Wood - Towcester section, extending over the bridge over the main line". The "R.O." reports in May 1960 that "Track on the Ravenstone Wood - Towcester section is still intact, and the part from the M1 road bridge to Ravenstone Wood is occupied by about 300 coaches awaiting scrap, mostly Wolverton products, including a recessed end-door centre-corridor 12-wheeler M816, though there a few examples of CLC and Midland stock. The wagons from the western half of the line were removed earlier this year, but the line remains derelict". By September 1960 the "R.O." reports "Buffer stops have been placed in position on the Ravenstone Wood - Towcester section, near the bridge over the main line at Roade. Indications are that the bridge is to be removed". Subsequently it was reported that dismantling of the girder bridge commenced on August 22nd (1960). A year later in September 1961 the "R.O." reported that "a steady clearance had been made of the redundant coaching stock and on 14th May (1961) only about a dozen remained, and a few days later even these were removed. However, long lines of idle wagons now occupy the sections between the M1 and Salcey, and between Towcester and the dismantled bridge at Roade. "</p>
<p>The "R.O." for September 1964 has a short piece "Lifting of track on the long-closed section between Roade and Towcester is now in progress, but from Roade to Ravenstone Wood is still rusty and overgrown". Other independent reports state that track lifting was in progress on the Roade to Ravenstone Wood section at the end of August 1964.</p>
<p><span style="text-decoration: underline;"><em><span class="font-size-5"><b>Kineton MoD Depot supplies trains</b></span></em></span></p>
<p>During the ‘50s occasionally special workings carrying army vehicles including armoured vehicles and heavy field guns were seen by myself passing through Blakesley bound for Kineton Camp. These ‘tank trains’ caused great excitement for us village kids as it was a badly kept secret when they were running, but they may well have ceased by the time that the Olney branch stopped through freights from running east of Woodford.</p>
<p>The short section of the SMJR from Fenny Compton to Kineton MoD remains open to this day. When the rest of the line was open trains ran to Kineton Camp most days powered by Banbury locos usually Collett 0-6-0s or Ivatt 2MTs. Later after closure of the SMJR main line various BR diesel types including Brush Type 4s (Cl 47) and EE type 3s (Cl 37) were used to take these trains to transfer sidings at Fenny Compton where MoD locos took over. Nowadays there is provision for MoD supplies trains to work weekdays as required from Didcot Yard right into the Kineton MoD complex hauled by DB Schenker (ironic that ...a German company!) Class 66s. Recently a DBS Class 60 appeared on one working.</p>
<p>In recent years, as at Long Marston, parts of the extensive sidings at Kineton have been hired out for the storage of surplus main line rolling stock including Virgin Mk 3 coaches, Class 92 electrics and Class 323 EMUs. In addition preserved locomotives have put in appearances at Kineton including a Deltic and King 6024 which also ran in steam to Fenny Compton.</p>
<p><b> </b><span style="text-decoration: underline;"><em><span class="font-size-5"><b>Freight over the Olney and Banbury lines</b></span></em></span></p>
<p>There was no pick up goods service on the Olney line during the ‘50s or 60’s but through freights such as the ‘Banana trains’ used the route up to its closure in 1958, the official closure date was 22<sup>nd</sup> June ‘58.</p>
<p>Few details and no pictures at all have been found by me of pick up freight workings over the Banbury line but it is believed that there may have been a single pick up working to Banbury and back from Blisworth or Towcester or else mixed trains were used. All trains over the line were powered by 3Fs or 4Fs and crewed by Northampton men. Robert Stevens in his booklet ‘Towcester memories of the Slow, Miserable & Jolty’ talks of a probably only once weekly goods earlier in the ‘40s running from Towcester to Banbury and back which frequently consisted of one or two wagons and a brake van. Derek Mutton in his book ‘Off Northampton Shed’ describes a mixed traffic working in the late ‘40s or early ‘50s which involved a single coach school pupils’ special train that ran to Banbury then returned with a service that was not listed on the public timetable but consisted of the passenger coach with a couple of vans or trucks behind. Perhaps all regular freight workings took this form. Surprisingly only one ThO Northampton - Banbury and return cattle train used the line even though Merton Street had a lot of traffic via the Bletchley – Buckingham route. The 4F engine on this Thursdays only working from Northampton would spend time shunting Merton Street's good sidings before returning to Northampton. Banbury Cattle market held on Thursdays was then the biggest in Europe so there was potential for such traffic. The line closed officially after the last working on 30<sup>th</sup> June 1951</p>
<p><b> </b><span style="text-decoration: underline;"><em><span class="font-size-5"><b>The final track lifting trains after closure of the SMJR line</b></span></em></span></p>
<p>These were worked eastwards and westwards along from Woodford and provided some much needed work for Woodford’s recently required and largely redundant 8F fleet which had been allocated as replacements for its WDs. However when the Olney Branch was lifted Northampton crews and engines were utilised. The late Ian Lynman gives further details, " The trains came up from Northampton Far Cotton. Northampton power, men and guard booked on daily around 5.30am and were relieved at around 1.00pm by another engine, men and guard. This was the case when the track was lifted between Roade and Towcester and later Ravenstone Wood Jct. to Roade."</p>
<p><span style="text-decoration: underline;"><em><span class="font-size-5"><b>Parcels traffic at Blisworth SMJ station after the line’s closure</b></span></em></span></p>
<p>For a while during the ‘60s the SMJ station was used for sorting parcels which arrived at the main line station and were bound for the Southern Region. This happened as an indirect result, that isn’t quite clear, of electrification work nearer London. The vans would be left at a main line platform then shunted into the SMJ station by an Ivatt 2MT tank from Northampton, probably one of ‘the twins’, 41218 and 41219 which both lasted at Northampton until July 1965. It’s not known if other classes were used. It’s quite possible that these engines were also used on the trip workings to Blisworth Ironstone sidings. A new extended canopy was provided at the SMJ platforms to protect the transfer of parcels during bad weather.</p>
<p sizset="false" sizcache02782362219494396="33619.71828182846 30 1055" sizcache014097212157474115="1031.718281828459 30 32" sizcache06908829093462474="2621.718281828459 34 187"> <a href="http://storage.ning.com/topology/rest/1.0/file/get/1670934561?profile=original" target="_self" sizset="false" sizcache02782362219494396="33619.71828182846 30 1055" sizcache014097212157474115="1031.718281828459 30 32" sizcache06908829093462474="2621.718281828459 34 187"><img width="750" class="align-full" src="http://storage.ning.com/topology/rest/1.0/file/get/1670934561?profile=RESIZE_1024x1024"></a></p>
<p><span class="font-size-3"><em>1961 Working Timetable</em></span></p>
<p> </p>
<p><span style="text-decoration: underline;"><em><span class="font-size-5"><b>Acknowledgments</b></span></em></span></p>
<p>I regard this article as a joint effort rather than by own work, I’ve mainly acted as editor putting together other people’s information and plus theirs and my own reminiscences. Special thanks go to Barry Taylor for providing working timetable information and other invaluable help, to the late John Jennings who has provided much information about what went on at Stratford, to the late Ian Lyman for details about Blisworth - Woodford West pickups, to Robin Cullup who has provided information about the storage of rolling stock at Towcester and along the Olney Branch and to Rex Partridge for much help compiling the ‘Round the World’ section in particular and being consulted on all matters Woodford & Byfield. Other people who have provided much needed information include Alwyn Sparrow, the late Derrick Bodily, Clive Boardman, C Dilkes, Peter Fleming, Robin Patrick & Bob Salmons. My apologies to anyone I’ve forgotten to include. (Let me know and I’ll put it right!)</p>
<p>If you spot any inaccuracies or have any additional information, please let me know as I intend to update the article as required.</p>
<p><span style="text-decoration: underline;"><em><span class="font-size-5"><b>Bibliography & further reading</b></span></em></span></p>
<p><em><b>Books</b></em></p>
<p>“The Stratford-upon-Avon & Midland Junction Railway” – J M Dunn (Oakwood Press 1952)</p>
<p>“The Stratford-upon-Avon & Midland Junction Railway – A Jordan (Oxford PC 1982)</p>
<p>“A History of The Stratford-upon-Avon & Midland Junction Railway” – Riley & Simpson (Lamplight Publications 1999)</p>
<p>“The Northampton & Banbury Junction Railway” – S Jenkins (Oakwood Press 1990)</p>
<p>“The Banbury to Verney Junction Branch”- B Simpson (Lamplight Publications 1994)</p>
<p>“The Last Years of The Great Central Main Line” (Woodford Halse chapter by Rex Partridge) R Robotham (Ian Allan 1986)</p>
<p>“Off Northampton Shed” – D Mutton (Wild Swan Publications 2006)</p>
<p>“Branch Lines Around Towcester” – Mitchell & Smith (Middleton Press 2008)</p>
<p>“Towcester Memories of the Slow, Miserable & Jolty”- R Stevens (Towcester LRS 1994)</p>
<p><em><b>Magazine Articles</b></em></p>
<p>Railway Bylines Jan, Feb& March 2008 all contain general articles about the SMJ</p>
<p>Steam Days Jan 2009 - Andy Thompson’s SMJ article</p>
<p>Steam Days June 2010 - Rex Partridge’s article about Byfield and Woodford – Stratford through freight in the ‘60s</p>
<p align="right">Dick Bodily July 2011</p>
<p align="right"> </p>
<p align="right">(Most recent updating</p>
<p align="right">14/11/14)</p>
<p> </p> SMJ Related Linkstag:thesmjr.ning.com,2011-03-02:3138568:Page:148942011-03-02T20:10:42.525ZAndy Thompsonhttps://thesmjr.ning.com/profile/Andy
<p><span class="font-size-4"><strong>Welcome to the Towcester and District Local History Society website</strong></span></p>
<p> </p>
<p><span class="font-size-3">The town of Towcester (pop 9,000) lies 100km (60 miles) north of London, England in rural
Northamptonshire. It is the oldest town in the county with evidence<br />
of stone age and iron age settlements and was once an important<br />
Roman town, called Lactodurum lying at the junction of Watling<br />
Street, the Roman road from Dover to Chester…</span></p>
<p><span class="font-size-4"><strong>Welcome to the Towcester and
District Local History Society website</strong></span></p>
<p> </p>
<p><span class="font-size-3">The town of Towcester (pop 9,000) lies
100km (60 miles) north of London, England in rural<br />
Northamptonshire. It is the oldest town in the county with evidence<br />
of stone age and iron age settlements and was once an important<br />
Roman town, called Lactodurum lying at the junction of Watling<br />
Street, the Roman road from Dover to Chester and the Roman road to<br />
Alchester, one of the earliest Roman settlements.</span></p>
<p> </p>
<p><span class="font-size-3"><a href=
"http://www.mkheritage.co.uk/tdlhs/index.html">http://www.mkheritage.co.uk/tdlhs/index.html</a></span></p>
<p> </p>
<p><strong><span class="font-size-4">Towcester
Museum</span></strong></p>
<p><span class="font-size-4"><span class="font-size-3">The new
Museum comes to life with three interactive exhibitions enabling<br />
you to undertake a 'journey through time' spanning 5,000 years of<br />
Towcester's history. Go and show your support!</span></span></p>
<p> </p>
<p><span class="font-size-4"><span class="font-size-3"><a href=
"http://www.towcestermuseum.co.uk/index.html">http://www.towcestermuseum.co.uk/index.html</a><br></span></span></p>
<p> </p>
<p> </p>
<p> </p>
<p> </p>
<p style="text-align: center;"><span class=
"font-size-2">----------------------------------------------------------------------------------------------------------------</span></p>
<p style="text-align: center;"><span class="font-size-2">SMJ
Society members can add their own SMJ related links. Sign up and<br />
add yours! The society reserves the right to remove non-SMJ related<br />
links</span></p> Mining Indextag:thesmjr.ning.com,2011-01-02:3138568:Page:96532011-01-02T18:07:26.000ZAndy Thompsonhttps://thesmjr.ning.com/profile/Andy
<a href="%3Cbr" target="_self"></a> "http://thesmjr.ning.com/page/index-1"><img class="align-left"></img><br />
width="150" src=<br />
"http://storage.ning.com/topology/rest/1.0/file/get/1670932220?profile=RESIZE_320x320"> <a target="_self"><br />
href="http://thesmjr.ning.com"><img class="align-left" width="150"></img><br />
src=<br />
"http://storage.ning.com/topology/rest/1.0/file/get/1670930547?profile=RESIZE_180x180"></a> <a target="_self"><br />
href="http://thesmjr.ning.com/page/page/list"><img class="<br"></img> "align-left" width="150" src=<br />
"http://storage.ning.com/topology/rest/1.0/file/get/1670931847?profile=RESIZE_320x320"></a> <br></br>
<p> </p>
<p> </p>
<p> </p>
<p> </p>
<div><strong><span class="font-size-3"><font face="Arial, sans-serif">The Reason It Came To
Be…</font></span></strong></div>
<div><font face="Arial, sans-serif"><br></br></font></div>
<a target="_self" href=<br />
"http://thesmjr.ning.com/page/index-1"><img class="align-left"<br />
width="150" src=<br />
"http://storage.ning.com/topology/rest/1.0/file/get/1670932220?profile=RESIZE_320x320"></a><a target="_self"<br />
href="http://thesmjr.ning.com"><img class="align-left" width="150"<br />
src=<br />
"http://storage.ning.com/topology/rest/1.0/file/get/1670930547?profile=RESIZE_180x180"></a><a target="_self"<br />
href="http://thesmjr.ning.com/page/page/list"><img class=<br />
"align-left" width="150" src=<br />
"http://storage.ning.com/topology/rest/1.0/file/get/1670931847?profile=RESIZE_320x320"></a><br>
<p> </p>
<p> </p>
<p> </p>
<p> </p>
<div><strong><span class="font-size-3"><font face=
"Arial, sans-serif">The Reason It Came To<br />
Be</font></span></strong></div>
<div><font face="Arial, sans-serif"><br></font></div>
<p style="margin-bottom: 4.8pt; line-height: normal;" class=
"MsoNormal"><span style=<br />
"font-family: arial, helvetica, sans-serif;" class=<br />
"font-size-2"><span style="color: black;">Mining of the earth’s<br />
natural resources in the Blisworth area<br />
of Northamptonshire has been evident for many<br />
centuries. </span><span style="color: black;">It was this<br />
mining that first sparked the idea of a new railway line<br />
to the blast furnaces of South Wales. A direct line, it<br />
was thought could be very profitable, independent of the<br />
other rail companies such as the London & North<br />
Western Railway (L & NWR)</span></span></p>
<p style="margin-bottom: 4.8pt; line-height: normal;" class=
"MsoNormal"><span style=<br />
"font-family: arial, helvetica, sans-serif;" class=<br />
"font-size-2"><span style="color: black;"><br>
This new line, which started out in May 1866<br />
as the Northampton & Banbury Junction<br />
railway,<br>
(N&BJR) opening as it did a short section<br />
from Blisworth on the main London, Birmingham<br />
line of<br>
Stephenson, 1838 to Towcester was built on the premise<br />
of the movement of all the ore from the area. The<br />
Towcester section was subsequently followed<br />
up by an extension to a junction with the LMW,R at<br />
Cockley Brake and so into Banbury.</span></span></p>
<p><span style=
"color: black; font-family: arial, helvetica, sans-serif;" class=<br />
"font-size-2">The Bill for the railway was finally passed<br />
in July 1863 authorising: “The construction of a railway<br />
in<br>
the county of Northamptonshire to be called the<br />
Northampton & Banbury Junction Railway”. The<br />
Northampton + Banbury Junction Railways (N+B.J.R) board<br />
predicted that the connection of two<br>
such important towns as Northampton and Banbury would create<br />
a most significant line which in time would become a main<br />
line of communication. It was also anticipated that all<br />
that iron ore would form the bulk of the new lines<br />
traffic to South Wales.</span></p>
<ul>
<li><strong><a href="http://thesmjr.ning.com/page/byfield-quarries"
target="_self">Byfield Quarries</a></strong></li>
<li><strong><a href="http://thesmjr.ning.com/page/easton-neston"
target="_self">Easton Neston Quarries</a></strong></li>
<li><strong><a href=
"http://thesmjr.ning.com/page/gayton-wood-farmmining-the" target=<br />
"_self">Gayton Wood Quarries</a></strong></li>
</ul>
<a target="_self" href=<br />
"http://thesmjr.ning.com/page/index-1"><img class="align-left"<br />
width="150" src=<br />
"http://storage.ning.com/topology/rest/1.0/file/get/1670932220?profile=RESIZE_320x320"></a><a target="_self"<br />
href="http://thesmjr.ning.com"><img class="align-left" width="150"<br />
src=<br />
"http://storage.ning.com/topology/rest/1.0/file/get/1670930547?profile=RESIZE_180x180"></a><a target="_self"<br />
href="http://thesmjr.ning.com/page/page/list"><img class=<br />
"align-left" width="150" src=<br />
"http://storage.ning.com/topology/rest/1.0/file/get/1670931847?profile=RESIZE_320x320"></a><br>
<p> </p> Indextag:thesmjr.ning.com,2010-12-29:3138568:Page:95992010-12-29T12:05:47.000ZAndy Thompsonhttps://thesmjr.ning.com/profile/Andy
<p><a href="http://thesmjr.ning.com/page/index-1" target="_self"><img class="align-left" src="http://storage.ning.com/topology/rest/1.0/file/get/1670932220?profile=RESIZE_320x320" width="150"></img></a> <a href="http://thesmjr.ning.com" target="_self"><img class="align-left" src="http://storage.ning.com/topology/rest/1.0/file/get/1670930547?profile=RESIZE_180x180" width="150"></img></a> <a href="http://thesmjr.ning.com/page/page/list" target="_self"><img class="align-left" src="http://storage.ning.com/topology/rest/1.0/file/get/1670931847?profile=RESIZE_320x320" width="150"></img></a></p>
<p> </p>
<p> </p>
<p><strong>Welcome to the SMJ index page.</strong></p>
<p><strong>From here you can find your way to all…</strong></p>
<p sizcache028517403180611694="489.71828182845905 34 41" sizset="false"><a href="http://thesmjr.ning.com/page/index-1" target="_self"><img width="150" class="align-left" src="http://storage.ning.com/topology/rest/1.0/file/get/1670932220?profile=RESIZE_320x320"></a><a href="http://thesmjr.ning.com" target="_self"><img width="150" class="align-left" src="http://storage.ning.com/topology/rest/1.0/file/get/1670930547?profile=RESIZE_180x180"></a><a href="http://thesmjr.ning.com/page/page/list" target="_self" sizcache028517403180611694="489.71828182845905 34 41" sizset="false"><img width="150" class="align-left" src="http://storage.ning.com/topology/rest/1.0/file/get/1670931847?profile=RESIZE_320x320"></a></p>
<p> </p>
<p> </p>
<p><strong>Welcome to the SMJ index page.</strong></p>
<p><strong>From here you can find your way to all the</strong> <strong>pages on the website.</strong></p>
<p><b> </b></p>
<p style="margin: 0px 0px 0.4em;"><strong><em><span style="font-style: normal; font-size: 13px;"><span style="line-height: normal !important; font-size: 12pt !important;">General Page Links</span></span></em></strong></p>
<ul sizset="false" sizcache03652821396858671="251.71828182845905 26 10" sizcache026377913671231395="671.718281828459 26 86">
<li>Visit the image library - <a href="http://thesmjr.ning.com/photo" target="_self">Click here</a><a href="http://thesmjr.ning.com/photo" target="_self"></a></li>
<li>Visit the Albums - <a href="http://thesmjr.ning.com/photo/album/list" target="_self">Click here</a></li>
<li>Visit the video library - <a href="http://thesmjr.ning.com/video" target="_self">Click here</a></li>
<li>Get involved with the forum - <a href="http://thesmjr.ning.com/forum" target="_self">Click here</a></li>
<li>Get to grips with the layout - <a href="https://docs.google.com/viewer?url=http://storage.ning.com/topology/rest/1.0/file/get/1670930264?profile=original" target="_self">Click here</a></li>
<li>Book me to speak on the SMJ - <span style="font-family: Arial, Helvetica, sans-serif; color: #ff0000;"><a href="http://thesmjr.ning.com/page/book-my-talk" target="_self">Click here</a></span></li>
<li sizset="false" sizcache03652821396858671="251.71828182845905 26 10">The Last Days of SMJ Pick-up freight - <a href="http://thesmjr.ning.com/page/last-years-of-the-smj-pickups" target="_self">Click here</a></li>
<li sizset="false" sizcache026377913671231395="226.71828182845905 26 20">The SMJR in Books and Magazine Articles - a list - <a href="http://thesmjr.ning.com/page/the-smjr-in-books-and-magazine-articles-a-list" target="_self">Click here</a></li>
<li sizset="false" sizcache026377913671231395="671.718281828459 26 86">Vists to Towcester Station in its last days - Graham Campion- <span style="color: #ff0000;" sizset="false" sizcache026377913671231395="671.718281828459 26 86"><a href="http://thesmjr.ning.com/page/visits-to-towcester-station-in-its-last-days-remembered-by-gerald" target="_self">Click here</a></span></li>
<li>Rubio - from Towcester Station to Aintree Legend- <a href="http://thesmjr.ning.com/page/rubio-from-towcester-station-to-aintree-legend" target="_self">Click here</a></li>
<li>SMJR Model Railway Layouts- <a href="http://thesmjr.ning.com/page/s-mjr-model-railway-layouts?xg_source=activity%20target=">Click here</a></li>
<li>Extracts from Blakesley Signalbox Register ( kindly supplied by Robin Cullup)- <a href="http://thesmjr.ning.com/page/extracts-from-blakesley-signalbox-registers-kindly-supplied-by-ro" target="_self">Click here</a></li>
<li>Locos seen on the line - <a href="http://thesmjr.ning.com/page/locomotive-types-seen-on-smjr" target="_self">Click here</a></li>
<li>I went on the Wandering 1500 Tour - Bob Hodson- <a href="http://thesmjr.ning.com/page/i-went-on-the-wandering-1500-tour-bob-hodson" target="_self">Click here</a></li>
<li sizset="false" sizcache026377913671231395="482.71828182845905 26 53">Gary's List of Surviving Locos - <a href="http://thesmjr.ning.com/page/garys-list-of-surviving" target="_self">Click here</a></li>
<li>The SMJ Remembered - various photographers' pictures of the railway when it was working - <a href="http://thesmjr.ning.com/photo/albums/the-smj-remembered" target="_self">Click here</a></li>
<li>Bridge detail download - <span style="color: #000000;"><a href="http://storage.ning.com/topology/rest/1.0/file/get/1670930316?profile=original" target="_self">Click here</a> (excel spreadsheet)</span></li>
<li><span style="color: #000000;">Maps and plans of the line - </span><span style="font-family: Arial, Helvetica, sans-serif; color: #ff0000;"><a href="http://thesmjr.ning.com/photo/albums/3138568:Album:6215" target="_self">Click here</a></span></li>
<li>SMJ nick-names - <span style="color: #ff0000;"><a href="http://thesmjr.ning.com/page/an-alphabetical-list-of-smj" target="_self">Click here</a></span></li>
<li>East and West Junction and SMJ Liveries - <span style="color: #ff0000;"><a href="http://thesmjr.ning.com/page/east-west-junction-and-smjr-liveries" target="_self">Click here</a></span></li>
<li>Firing the Steel Trains - Albert Fennell (ex Woodford fireman ) - <span style="color: #ff0000;"><a href="http://thesmjr.ning.com/page/firing-the-steel-trains-an-interview-with-ex-woodford-fireman-alb" target="_self">Click here</a></span></li>
<li>Clive Boardman remembers trips along the SMJ - <span style="color: #ff0000;"><a href="http://thesmjr.ning.com/page/clive-boardman-woodford" target="_self">Click here</a></span></li>
<li>The Sad Demise of the Stratford Slip Coach - <span style="color: #ff0000;"><a href="http://thesmjr.ning.com/page/the-sad-demise-of-the" target="_self">Click here</a></span></li>
<li>How the SMJ was linked to Gayton and Blisworth Ironstone Quarries - <span style="color: #ff0000;"><a href="http://thesmjr.ning.com/page/how-the-smjr-was-linked-to-gayton-and-blisworth-ironstone-quarrie" target="_self">Click here</a></span></li>
<li>Blakesley Miniature Railway - <span style="color: #ff0000;"><a href="http://thesmjr.ning.com/page/the-blakesely-miniature-railway" target="_self">Click here</a></span></li>
<li>Tours along the line - <span style="font-family: Arial, Helvetica, sans-serif; color: #ff0000;"><a href="http://thesmjr.ning.com/page/rail-tours" target="_self">Click here</a></span></li>
<li>About the stock - <span style="font-family: Arial, Helvetica, sans-serif; color: #ff0000;"><a href="http://thesmjr.ning.com/page/rolling-stock" target="_self">Click here</a></span></li>
<li>The Ro-Railer, A great experiment - <span style="font-family: Arial, Helvetica, sans-serif; color: #ff0000;"><a href="http://thesmjr.ning.com/page/the-rorailer" target="_self">Click here</a></span></li>
<li>Your memories - <span style="font-family: Arial, Helvetica, sans-serif; color: #ff0000;"><a href="http://thesmjr.ning.com/page/smj-memories" target="_self">Click here</a></span></li>
<li>Memorabilia - <span style="font-family: Arial, Helvetica, sans-serif; color: #ff0000;"><a href="http://thesmjr.ning.com/page/memorabilia-1" target="_self">Click here</a></span></li>
<li>Documents from the line - <span style="font-family: Arial, Helvetica, sans-serif; color: #ff0000;"><a href="http://thesmjr.ning.com/page/smj-documents" target="_self">Click here</a></span></li>
<li>Towcester station model - <span style="font-family: Arial, Helvetica, sans-serif; color: #ff0000;"><a href="http://thesmjr.ning.com/page/model-layout" target="_self">Click here</a></span></li>
<li>Bob Salmons; Signalman - <a href="http://thesmjr.ning.com/page/bob-salmons-smj-signalman" target="_self">Click here</a></li>
<li>Memories of the final day - <span style="font-family: Arial, Helvetica, sans-serif; color: #ff0000;"><a href="http://thesmjr.ning.com/page/the-final-day" target="_self">Click here</a></span></li>
<li>Further reading - <span style="font-family: Arial, Helvetica, sans-serif; color: #ff0000;"><a href="http://thesmjr.ning.com/page/further-reading" target="_self">Click here</a></span></li>
<li>Easton Neston Quarry - <a href="http://thesmjr.ning.com/page/easton-neston" target="_self">Click here</a></li>
</ul>
<p> </p>
<p><strong><span class="font-size-3">Mining Index </span></strong><span style="font-size: 16px;"><a href="http://thesmjr.ning.com/page/mining-index" target="_self">Click here</a></span></p>
<p><span style="font-family: arial, helvetica, sans-serif;"><span style="color: black;">Mining of the earth’s natural resources in the Blisworth area of Northamptonshire has been evident for many centuries. </span></span><span style="font-family: arial, helvetica, sans-serif;"><span style="color: black;">It was this mining that first sparked the idea of a new railway line to the blast furnaces of South Wales. A direct line, it was thought could be very profitable, independent of the other rail companies such as the London & North Western Railway (L & NWR) ...<a href="http://thesmjr.ning.com/page/mining-index" target="_self">more</a></span></span></p>
<p> </p>
<p><strong><span class="font-size-3">Station Pages -</span></strong> <span class="font-size-3">Each station along the line has its own page. Please feel </span><span class="font-size-3">free to sign up and add what you know.</span></p>
<ul>
<li><strong><a href="http://thesmjr.ning.com/page/the-nb-stations" target="_parent">Northampton & Banbury Junction Railway station pages</a></strong></li>
</ul>
<p><span style="line-height: 22px; font-size: 15px;">The Northampton & Banbury Junction Railway opened a station on the new main line at Blisworth and on May 1st 1866 ran the first train to Towcester. The following years saw the<br>
line push-on to Banbury, joining the L&NWR's Verney Junction line at Cockley Brake with two intermediate stations:</span></p>
<p><strong><a href="http://thesmjr.ning.com/page/blisworth-1">Blisworth</a></strong><br>
<strong><a href="http://thesmjr.ning.com/page/towcester-1">Towcester</a></strong><br>
<strong><a href="http://thesmjr.ning.com/page/wappenham-1">Wappenham</a></strong><br>
<strong><a href="http://thesmjr.ning.com/page/helmdon-1">Helmdon</a></strong><br>
<strong><a href="http://thesmjr.ning.com/page/banbury-1">Banbury</a></strong></p>
<p> </p>
<ul>
<li><strong><a href="http://thesmjr.ning.com/page/the-ew-stations" target="_self">East & West Junction Railway station pages</a></strong></li>
</ul>
<p><span style="line-height: 22px; font-size: 15px;">The East & West Junction railway (E&W) proposed a new line from a junction with the Northampton & Banbury Junction Railway at Greens Norton to Stratford Upon Avon.</span></p>
<ul>
<li style="list-style-type: none; display: inline; list-style-image: none;">
<p><strong><a href="http://thesmjr.ning.com/page/blakesley-1" target="_parent">Blakesley</a></strong></p>
<p><strong><a href="http://thesmjr.ning.com/page/morton-pinkney" target="_parent">Morton Pinkney</a></strong></p>
<p><strong><a href="http://thesmjr.ning.com/page/woodford-halse" target="_parent">Woodford Halse</a></strong></p>
<p><strong><a href="http://thesmjr.ning.com/page/byfield-1" target="_parent">Byfield</a></strong></p>
<p><strong><a href="http://thesmjr.ning.com/page/aston-le-walls">Aston Le Walls</a></strong></p>
<p><strong><a href="http://thesmjr.ning.com/page/fenny-compton">Fenny Compton</a></strong></p>
<p><strong><a href="http://thesmjr.ning.com/page/burton-dassettedgehill-light">BurtonDassett/Edgehill Light</a></strong></p>
<p><strong><a href="http://thesmjr.ning.com/page/kineton-1">Kineton</a></strong></p>
<p><strong><a href="http://thesmjr.ning.com/page/ettington-1">Ettington</a></strong></p>
<p><strong><a href="http://thesmjr.ning.com/page/stratford-upon-avon">Stratford Upon Avon</a></strong></p>
<p><strong><a href="http://thesmjr.ning.com/page/binton-1">Binton</a></strong></p>
<p><strong><a href="http://thesmjr.ning.com/page/bidford-on-avon">Bidford</a></strong></p>
<p><strong><a href="http://thesmjr.ning.com/page/broom-1">Broom</a></strong></p>
<p> </p>
</li>
<li><strong><a href="http://thesmjr.ning.com/page/the-olney-branch" target="_self">The Olney Branch station pages</a></strong></li>
</ul>
<p><span style="line-height: 22px; font-size: 15px;">The joint committee decided to build a single-track railway line between Towcester and the Midland main line near Olney in an attempt to save the two companies. The line to Ravenstone Junction branched off from just north of Towcester station and ran through Easton Neston to continue through Shutlanger and crossed over the L.N.W.R. at Roade where a connection was made. There were two intermediate stations:</span></p>
<ul>
<li style="list-style-type: none; display: inline; list-style-image: none;">
<p><strong><a href="http://thesmjr.ning.com/page/stoke-bruerne">Stoke Bruerne</a></strong><br>
<strong><a href="http://thesmjr.ning.com/page/salcey-forest">Salcey Forest</a></strong><br>
<strong><a href="http://thesmjr.ning.com/page/ravenstone-wood">Ravenstone Wood</a></strong></p>
</li>
</ul>
<p><strong><font size="3"><span> </span></font></strong></p>
<p><strong><span class="font-size-3">To visit a list of all pages</span> <a href="http://thesmjr.ning.com/page/page/list" target="_self">Click here</a></strong></p>
<p><strong> </strong></p>
<p><strong><a href="http://thesmjr.ning.com/page/index-1" target="_self">Top ^</a></strong></p>
<p><a href="http://thesmjr.ning.com/page/index-1" target="_self"><img width="150" class="align-left" src="http://storage.ning.com/topology/rest/1.0/file/get/1670932220?profile=RESIZE_320x320"></a><a href="http://thesmjr.ning.com" target="_self"><img width="150" class="align-left" src="http://storage.ning.com/topology/rest/1.0/file/get/1670930547?profile=RESIZE_180x180"></a><a href="http://thesmjr.ning.com/page/page/list" target="_self"><img width="150" class="align-left" src="http://storage.ning.com/topology/rest/1.0/file/get/1670931847?profile=RESIZE_320x320"></a></p> An Alphabetical List of SMJ Nicknamestag:thesmjr.ning.com,2010-12-13:3138568:Page:95362010-12-13T10:28:58.000ZDick Bodilyhttps://thesmjr.ning.com/profile/Dick
<p><a href="http://thesmjr.ning.com/page/index-1" target="_self"><img class="align-left" src="http://storage.ning.com/topology/rest/1.0/file/get/1670932220?profile=RESIZE_320x320" width="150"></img></a> <a href="http://thesmjr.ning.com" target="_self"><img class="align-left" src="http://storage.ning.com/topology/rest/1.0/file/get/1670930547?profile=RESIZE_180x180" width="150"></img></a> <a href="http://thesmjr.ning.com/page/page/list" target="_self"><img class="align-left" src="http://storage.ning.com/topology/rest/1.0/file/get/1670931847?profile=RESIZE_320x320" width="150"></img></a></p>
<p> </p>
<p> </p>
<p> </p>
<p><strong>(NB)</strong> The names in brackets refer to the person who supplied the…</p>
<p sizset="false" sizcache03529190334837066="1867.718281828459 30 160"><a href="http://thesmjr.ning.com/page/index-1" target="_self"><img class="align-left" src="http://storage.ning.com/topology/rest/1.0/file/get/1670932220?profile=RESIZE_320x320" width="150"></a><a href="http://thesmjr.ning.com" target="_self" sizset="false" sizcache03529190334837066="1867.718281828459 30 160"><img class="align-left" src="http://storage.ning.com/topology/rest/1.0/file/get/1670930547?profile=RESIZE_180x180" width="150"></a><a href="http://thesmjr.ning.com/page/page/list" target="_self"><img class="align-left" src="http://storage.ning.com/topology/rest/1.0/file/get/1670931847?profile=RESIZE_320x320" width="150"></a></p>
<p> </p>
<p> </p>
<p> </p>
<p><strong>(NB)</strong> The names in brackets refer to the person who supplied the info.</p>
<p> </p>
<p><strong>Banana Line</strong> - referring to Towcester - Ravenswood Junction section (Barry Taylor)</p>
<p><strong>Bread and Herring</strong> - referring to Towcester - Ravenswood Junction<br>
section (Robin Cullup / Andrew Smith)</p>
<p><strong>Bread and Scrape</strong> - referring to Towcester - Ravenstone Junction section (David<br>
Blagrove)</p>
<p><strong>Crab and Winkle</strong> - referring to the Towcester to Cockley Brake Junction section and used by Bletchley MPD staff who worked past Cockley Brake en route from Verney Junction to Banbury. (Dick Bodily)</p>
<p><strong>Dilly Dally</strong> - used by Northampton MPD staff (Dick Bodily)</p>
<p><strong>Drum & Monkey </strong>- mentioned in a Tom Rolt book (Nigel Furness)</p>
<p><strong>Erratic and Wandering Journey</strong> - E and WJR section generally (Gary)</p>
<p><strong>Fig and Orange</strong>- mentioned in a Tom Rolt book (Nigel Furness)</p>
<p><strong>Linger and Die -</strong> used at Roade ( Nigel Furness)</p>
<p><strong>Nibble</strong> - used by Woodford Halse MPD staff to refer to the SMJ generally, and also sometimes to the Woodford West Junction. - Woodford 'North Junction' Curve (Clive<br>
Boardman / Dick Bodily)</p>
<p><strong>Nibble and Clink</strong> - referring to the N and B section at Helmdon (Si Donal)</p>
<p><strong>Save Me Jesus</strong> - around Blakesley and Towcester (David Guest)</p>
<p><strong>Scratter</strong> - referring to Towcester - Ravenswood Junction section (Andrew Smith/ David Blagrove/Nigel Furness)</p>
<p><strong>Slow, Miserable and Jolty</strong> - around Towcester (Robert Stephens)</p>
<p><strong>Slow, Miserable and Jolting</strong> - around Blakesley (Dick Bodily)</p>
<p><strong>Slow, Moulding and Joulting</strong> - around Stratford (Adrian Vaughan / Peter<br>
Lewis)</p>
<p><strong>Slow, Mournful Journey</strong> - around Stratford (John Jennings)</p>
<p><strong>Smudge</strong> - around Stratford (John Jennings)</p>
<p><strong>Strawberry and Marrow Jam</strong> - around Blisworth and Blakesley (Dick Bodily / George Coles)</p>
<p> </p>
<p sizset="false" sizcache00776240702515425="713.718281828459 30 96"><a href="http://thesmjr.ning.com/page/index-1" target="_self" sizset="false" sizcache00776240702515425="713.718281828459 30 96"><img class="align-left" src="http://storage.ning.com/topology/rest/1.0/file/get/1670932220?profile=RESIZE_320x320" width="150"></a><a href="http://thesmjr.ning.com" target="_self" sizset="false" sizcache00776240702515425="699.718281828459 30 89"><img class="align-left" src="http://storage.ning.com/topology/rest/1.0/file/get/1670930547?profile=RESIZE_180x180" width="150"></a><a href="http://thesmjr.ning.com/page/page/list" target="_self" sizset="false" sizcache00776240702515425="685.718281828459 30 82"><img class="align-left" src="http://storage.ning.com/topology/rest/1.0/file/get/1670931847?profile=RESIZE_320x320" width="150"></a></p>
<p> </p> Gary's list of 'Surviving Locomotives known to have run on the SMJ'tag:thesmjr.ning.com,2010-11-29:3138568:Page:94602010-11-29T09:15:24.000ZDick Bodilyhttps://thesmjr.ning.com/profile/Dick
<p><a href="http://thesmjr.ning.com/page/index-1" target="_self"><img class="align-left" src="http://storage.ning.com/topology/rest/1.0/file/get/1670932220?profile=RESIZE_320x320" width="150"></img></a> <a href="http://thesmjr.ning.com" target="_self"><img class="align-left" src="http://storage.ning.com/topology/rest/1.0/file/get/1670930547?profile=RESIZE_180x180" width="150"></img></a> <a href="http://thesmjr.ning.com/page/page/list" target="_self"><img class="align-left" src="http://storage.ning.com/topology/rest/1.0/file/get/1670931847?profile=RESIZE_320x320" width="150"></img></a></p>
<p> </p>
<p> </p>
<p> </p>
<p>(Partially Updated - 3rd September 2014)</p>
<p><b>ex-LMSR</b></p>
<p>4P 4-4-0 41000 owned by NRM but on SVR out of service and on display but has run in preservation. RAILTOUR visit to line</p>
<p>4MT 2-6-0 43106 ( formerly…</p>
<p><a href="http://thesmjr.ning.com/page/index-1" target="_self"><img class="align-left" src="http://storage.ning.com/topology/rest/1.0/file/get/1670932220?profile=RESIZE_320x320" width="150"></a><a href="http://thesmjr.ning.com" target="_self"><img class="align-left" src="http://storage.ning.com/topology/rest/1.0/file/get/1670930547?profile=RESIZE_180x180" width="150"></a><a href="http://thesmjr.ning.com/page/page/list" target="_self"><img class="align-left" src="http://storage.ning.com/topology/rest/1.0/file/get/1670931847?profile=RESIZE_320x320" width="150"></a></p>
<p> </p>
<p> </p>
<p> </p>
<p>(Partially Updated - 3rd September 2014)</p>
<p><b>ex-LMSR</b></p>
<p>4P 4-4-0 41000 owned by NRM but on SVR out of service and on display but has run in preservation. RAILTOUR visit to line</p>
<p>4MT 2-6-0 43106 ( formerly allocated to Woodford 2F) now on the SVR in service.</p>
<p>4F 0-6-0 43924 now on the KWVR undergoing restoration but has run in preservation.</p>
<p>4F 0-6-0 44123 now on Avon Valley Railway, Bristol undergoing restoration.</p>
<p>5MT 4-6-0 45379 now on the Mid Hants</p>
<p sizset="false" sizcache0789336649280663="7989.718281828459 38 845">8F 2-8-0 48305 ( formerly allocated to Northampton 2E) now on the GCR (currently under overhaul),where it was photographed.<img width="721" src="http://storage.ning.com/topology/rest/1.0/file/get/1670931926?profile=RESIZE_1024x1024"></p>
<p>8F 2-8-0 48151 MAINLINE CERTIFIED! See SteamTube video of the reneactment of the 15 Guinea special. <strong>NB.PROBABLY A CASE OF A MISIDENTIFIED LOCOMOTIVE TO SAY THAT IT APPEARED ON THE SMJR SYSTEM</strong> on a demolition train. See the added comments below. But who knows?!!!</p>
<p><object width="600" height="361" classid="clsid:d27cdb6e-ae6d-11cf-96b8-444553540000" codebase="http://download.macromedia.com/pub/shockwave/cabs/flash/swflash.cab#version=6,0,40,0"><param name="flashvars" value="file=http%3A%2F%2Fvid445.photobucket.com%2Falbums%2Fqq175%2FThermosView%2FSMJSurvivor48151.mp4">
<param name="src" value="http://static.photobucket.com/player.swf">
<param name="wmode" value="transparent">
<param name="allowfullscreen" value="true">
<embed width="600" height="361" type="application/x-shockwave-flash" src="http://static.photobucket.com/player.swf" flashvars="file=http%3A%2F%2Fvid445.photobucket.com%2Falbums%2Fqq175%2FThermosView%2FSMJSurvivor48151.mp4" wmode="transparent" allowfullscreen="true"> </object></p>
<p><b>ex-GWR</b></p>
<p>28xx 2-8-0 2874 now on WSR (?) last known as up for sale and is unrestored having never run in preservation.</p>
<p>28xx 2-8-0 3822 currently at Didcot and has run in preservation.</p>
<p>28xx 2-8-0 3845 currently at Swindon and Cricklade.</p>
<p>28xx 2-8-0 3862 currently at Northampton and Lamport.</p>
<p>"King" 4-6-0 6024 "King Edward II" has run along the remnant of the SMJ between Kineton Camp and Fenny Compton in recent times.</p>
<p>64xx 0-6-0PT 6435 now on B and WR and operational. RAILTOUR visit to line</p>
<p>"Manor" 4-6-0 7808 "Cookham Manor" now at Didcot but static has run in preservation.</p>
<p><a href="http://storage.ning.com/topology/rest/1.0/file/get/1670931406?profile=original" target="_self"><br>
<img class="align-full" src="http://storage.ning.com/topology/rest/1.0/file/get/1670931406?profile=original" width="737"></a></p>
<p>"Modified Hall" 4-6-0 6989 "Whitewick Hall" at Quainton undergoing restoration has never run in preservation.</p>
<p>"Modified Hall" 4-6-0 7903 "Foremarke Hall" at G/WR, has run in preservation.</p>
<p>"Modified Hall" 4-6-0 7927 "Willington Hall" at Llangollen dismantled and forming basis of "new build" 6880 "Betton Grange".<br>
Will never run as 7927 again so only tenuous survivor.</p>
<p><b>ex-LNER</b></p>
<p>B12 4-6-0 61572 on the NNR ( where it was photographed) now running again in LNER green livery after overhaul. RAILTOUR visit to line</p>
<p style="text-align: left;"><img width="721" src="http://storage.ning.com/topology/rest/1.0/file/get/1670931996?profile=RESIZE_1024x1024"></p>
<p><b>ex-BR</b></p>
<p>9F 2-10-0 92203 "Black Prince" currently active and at the Gloucester/Warwickshire Railway.</p>
<p sizset="false" sizcache0789336649280663="2954.718281828459 38 490"><img class="align" src="http://storage.ning.com/topology/rest/1.0/file/get/1670931290?profile=original" width="737"></p>
<p>9F 2-10-0 92207 unrestored at Shillingstone Station. Still in scrapyard condition.Named "Morning Star" in 2007.</p>
<p sizset="false" sizcache0789336649280663="7394.718281828459 38 761">9F 2-10-0 92212 is running on the MHR in 2014.<a href="http://storage.ning.com/topology/rest/1.0/file/get/1670935169?profile=original" target="_self" sizset="false" sizcache0789336649280663="7394.718281828459 38 761"><img class="align-full" src="http://storage.ning.com/topology/rest/1.0/file/get/1670935169?profile=RESIZE_1024x1024" width="750"></a></p>
<p>9F 2-10-0 92214 is currently running on GCR in 2014.</p>
<p style="text-align: left;" sizset="false" sizcache0789336649280663="7020.718281828459 38 751"><a href="http://storage.ning.com/topology/rest/1.0/file/get/1670934395?profile=original" target="_self" sizset="false" sizcache0789336649280663="7020.718281828459 38 751"><img class="align-full" src="http://storage.ning.com/topology/rest/1.0/file/get/1670934395?profile=RESIZE_1024x1024" width="750"></a></p>
<p>9F 2-10-0 92219 at MRC Butterly - unrestored with only cosmetic treatment. Still in scrapyard condition.</p>
<p>9F 2-10-0 92220 owned by the NRM<a href="http://storage.ning.com/topology/rest/1.0/file/get/1670931290?profile=original" target="_self"> </a></p>
<p>9F 2-10-0 92240 at Bluebell Railway awaiting restoration.</p>
<p>9F 2-10-0 92245 currently at Barry</p>
<p><b>Diesel</b> - TOPS codes used for class.</p>
<p>08 0-6-0 D3059 operational(?) Caledonian Railway</p>
<p>Gary ( 27/5/2010) updated May 2014</p>
<p sizset="false" sizcache0789336649280663="8169.718281828459 38 935"><a href="http://thesmjr.ning.com/page/index-1" target="_self" sizset="false" sizcache0789336649280663="8169.718281828459 38 935"><img class="align-left" src="http://storage.ning.com/topology/rest/1.0/file/get/1670932220?profile=RESIZE_320x320" width="150"></a><a href="http://thesmjr.ning.com" target="_self" sizset="false" sizcache0789336649280663="8155.718281828459 38 928"><img class="align-left" src="http://storage.ning.com/topology/rest/1.0/file/get/1670930547?profile=RESIZE_180x180" width="150"></a><a href="http://thesmjr.ning.com/page/page/list" target="_self" sizset="false" sizcache0789336649280663="8047.718281828459 38 874"><img class="align-left" src="http://storage.ning.com/topology/rest/1.0/file/get/1670931847?profile=RESIZE_320x320" width="150"></a></p>
<p> </p> Gayton Wood Farm/Mining the Gayton Parishtag:thesmjr.ning.com,2010-11-01:3138568:Page:88462010-11-01T10:05:56.000ZAndy Thompsonhttps://thesmjr.ning.com/profile/Andy
<p><a href="http://thesmjr.ning.com/page/index-1" target="_self"><img class="align-left" src="http://storage.ning.com/topology/rest/1.0/file/get/1670932220?profile=RESIZE_320x320" width="150"></img></a> <a href="http://thesmjr.ning.com" target="_self"><img class="align-left" src="http://storage.ning.com/topology/rest/1.0/file/get/1670930547?profile=RESIZE_180x180" width="150"></img></a> <a href="http://thesmjr.ning.com/page/page/list" target="_self"><img class="align-left" src="http://storage.ning.com/topology/rest/1.0/file/get/1670931847?profile=RESIZE_320x320" width="150"></img></a></p>
<p> …</p>
<p><a target="_self" href="http://thesmjr.ning.com/page/index-1"><img class="align-left" width="150" src="http://storage.ning.com/topology/rest/1.0/file/get/1670932220?profile=RESIZE_320x320"></a><a target="_self" href="http://thesmjr.ning.com"><img class="align-left" width="150" src="http://storage.ning.com/topology/rest/1.0/file/get/1670930547?profile=RESIZE_180x180"></a><a target="_self" href="http://thesmjr.ning.com/page/page/list"><img class="align-left" width="150" src="http://storage.ning.com/topology/rest/1.0/file/get/1670931847?profile=RESIZE_320x320"></a></p>
<p> <iframe width="425" height="350" frameborder="0" scrolling="no" marginheight="0" marginwidth="0" src="http://maps.google.co.uk/maps?q=blisworth&ie=UTF8&hl=en&hq=&hnear=Blisworth,+Northampton,+United+Kingdom&z=13&ll=52.174688,-0.940433&output=embed"></iframe><br>
<small><a href="http://maps.google.co.uk/maps?q=blisworth&ie=UTF8&hl=en&hq=&hnear=Blisworth,+Northampton,+United+Kingdom&z=13&ll=52.174688,-0.940433&source=embed" style="color: #0000ff; text-align: left;">View Larger Map</a></small></p>
<p> </p>
<h2><b><a href="http://thesmjr.ning.com/forum/topics/automatic-points?xg_source=activity">Follow and maybe join a discussion around the subject</a></b><br>
<br>
<iframe width="425" height="350" frameborder="0" scrolling="no" marginheight="0" marginwidth="0" src="http://maps.google.co.uk/maps?q=gayton+near+blisworth&ie=UTF8&hl=en&hq=gayton&hnear=Blisworth,+Northampton,+United+Kingdom&ll=52.183039,-0.958417&spn=0.020043,0.04316&t=h&output=embed"></iframe><br>
<small><a href="http://maps.google.co.uk/maps?q=gayton+near+blisworth&ie=UTF8&hl=en&hq=gayton&hnear=Blisworth,+Northampton,+United+Kingdom&ll=52.183039,-0.958417&spn=0.020043,0.04316&t=h&source=embed" style="color: #0000ff; text-align: left;">View Larger Map</a></small><br>
<span class="font-size-3"><b><i>An overview of the history of the mining/quarrying relating to the former Northampton & Banbury Junction railway (which became the former Stratford Upon Avon & Midland Junction railway – SMJ) in the area of Gayton, a village near Blisworth in the county of Northamptonshire (bridge 1 to bridge 5)</i></b></span></h2>
<p> </p>
<p>Mining of the earth’s natural resources in the Blisworth area of Northamptonshire has been evident for many centuries. This short piece is, if nothing else a way of me putting things straight in my head in relationship to quarrying in the area and the new railway.<br>
This new line, which started out in May 1866 as the Northampton & Banbury Junction railway, (N&BJR) opening as it did a short section from Blisworth on the main London, Birmingham line of Stephenson, 1838 to Towcester was built on the premise of the movement of all the ore from the area. The Towcester section was subsequently followed up by an extension to a junction with the LMW,R at Cockley Brake and so into Banbury.</p>
<p></p>
<p>The company had great plans to run onto South Wales but these plans were never realised and the company was to struggle to survive. The N&BJR became part of the SMJ in 1910 , the section between Blisworth and Towcester having built strong links with the mining/quarrying in the parish of Gayton in the interim years. Mining/quarrying was evident on both sides of the line and transhipment points had been constructed along the branch.</p>
<p></p>
<p>The SMJ’s bridge 1 took the minor road from Blisworth to Rothersthorpe over the line then immediately alongside that (and still is – bridge 1 having been demolished in reference to the construction of the Blisworth bypass) was a small bridge over the London to Birmingham line of 1838. The road down to the Walnut Inn (formerly the station pub) sits on the former SMJ trackbed.</p>
<p></p>
<p>As we travel along the line from Blisworth to Towcester we can see the line of a chord; facing north which ran from the main line and came in to run parallel with the SMJ albeit initially substantially lower than the SMJ which at this point was on an embankment. This private line I believe to be the Blisworth Ironstone sidings, it most certainly did meet up with tramway which passed over SMJ bridge 2 a few tens of chains along which fed quarries on both sides of the N&BJ,R. These sidings were connected to, or were in fact Wheldon’s sidings. Around 1888, Wheldon’s sidings moved from a location a few chains further west and a simple transhipment point was created in the shape of an over-bridge running across 3 or 4 sidings from where quarried material was tipped from the lesser tramway wagons into mainline wagons to be taken away. The private sidings had a connection with the N&BJ,R which had closed by 1927. The Blisworth Ironstone sidings themselves were completely lifted by 1950 although their bed can been seen clearly on Google today.</p>
<p></p>
<p>The Wheldon’s sidings itself undertook a number of changes in its life and having moved in 1888 from further west did run under bridge 3 which carried the Gayton/Blisworth road alongside the N&BJ,R. At one point having both a West and East connection, materials were able to be taken from nearby quarry workings from the tramways and onto the N&BJ.R/SMJ and taken away.</p>
<p></p>
<p>One mystery as we continue our journey from Blisworth comes in the shape of bridge 1A. There are two unnumbered culverts which pass beneath the line at this point to aid drainage but bridge 1A doesn't quite fit in . 58 chains along and listed as 1A on the piers that remain, and listed as such on the bridge detail, a document which is available here <a href="http://storage.ning.com/topology/rest/1.0/file/get/1670930316?profile=original" target="_blank">Bridge numbers</a></p>
<p></p>
<p>Bridge 1A’s main supports are quite complete, consisting of several straight brick towers looking like they’d hold a simple flat platform across the culvert which runs to the north side of the track bed. They are alongside what became Richard Thomas’s sidings, which fed the quarrying at the Gayton Wood Farm site – but not until 1940’s, more of which to follow. <a href="http://thesmjr.ning.com/photo/albums/richard-thomasthe-tramway">http://thesmjr.ning.com/photo/albums/richard-thomasthe-tramway</a></p>
<p></p>
<p>At the site of bridge 1A on an early map from around 1870 there is something which passes under the (or so it seems) the new railway dog-legging left to join the Gayton/Blisworth road passing over the previously mentioned transhipment point and Wheldon’s sidings. Remember, The sidings of Richard Thomas’s didn’t come into being until the 1940’s. It is possible that the track bed at this<br>
point took on a slightly different look to what it became .<br>
<a href="http://thesmjr.ning.com/photo/mid-1800s-map-of-gayton?context=album&albumId=3138568%3AAlbum%3A9184"><br>
<br></a> <a href="http://thesmjr.ning.com/photo/mid-1800s-map-of-gayton?context=album&albumId=3138568%3AAlbum%3A9184">http://thesmjr.ning.com/photo/mid-1800s-map-of-gayton?context=album&albumId=3138568%3AAlbum%3A9184</a></p>
<p></p>
<p>And so to bridge 2. <a href="http://thesmjr.ning.com/photo/bridge-2?context=album&albumId=3138568:Album:9165"></a><a href="http://thesmjr.ning.com/photo/bridge-2?context=album&albumId=3138568:Album:9165"></a><a href="http://thesmjr.ning.com/photo/bridge-2">http://thesmjr.ning.com/photo/bridge-2</a> context=album&albumId=3138568:Album:9165 Bridge 2 (of which the north pier still remains) at 58 chains was just past the former junction with the former Wheldon’s sidings, which would explain the existence of a P-Way hut (still extant) on the spot. <a href="http://thesmjr.ning.com/photo/permanent-way-hut-along-side/next?context=album&albumId=3138568:Album:9165"></a><a href="http://thesmjr.ning.com/photo/permanent-way-hut-along-side/next?context=album&albumId=3138568:Album:9165">http://thesmjr.ning.com/photo/permanent-way-hut-along-side/next?context=album&albumId=3138568:Album:9165</a><br>
The area was awash with quarrying both sides of the line. Along with the main railway lines, many temporary tramways were set up, being constantly moved and extended to keep up with the quarrying. The large field alongside bridge 2 to the south (I will call it field 1) was no exception. <a href="http://thesmjr.ning.com/photo/tramway-1?context=album&albumId=3138568:Album:9165"><br>
<br></a> <a href="http://thesmjr.ning.com/photo/tramway-1?context=album&albumId=3138568:Album:9165">http://thesmjr.ning.com/photo/tramway-1?context=album&albumId=3138568:Album:9165</a></p>
<p></p>
<p>From before 1900 field 1 had been plundered for its many resources and so warranted connections to both the railway, and the canal at Blisworth. Bridge 2 took a tramway across the then N&BJ,R to the transhipment point where Wheldon’s sidings met the Blisworth Ironstone sidings, initially running straight into the field due south as this is where the quarrying was.</p>
<p></p>
<p>Around the same time quarrying began in the field to the west of the previous field (I shall call it field 2) and so further transhipment points were required. <a href="http://thesmjr.ning.com/photo/alignment-of-gayton-wood-farm?context=album&albumId=3138568:Album:9165"><br>
<br></a> <a href="http://thesmjr.ning.com/photo/alignment-of-gayton-wood-farm?context=album&albumId=3138568:Album:9165">http://thesmjr.ning.com/photo/alignment-of-gayton-wood-farm?context=album&albumId=3138568:Album:9165</a><br>
A tramway was set up which went to the railway at one end, and the canal at the other. There were 2 railway over-bridges around this point, bridges 4 and 5. Bridge 4 was an occupation bridge for Gayton Wilds Farm and bridge 5 too, an occupation bridge. Bridge 4 though seemed to have once taken a trackway across it as seen on an early 19th century map, bridge 5 was too possibly a tramway<br>
bridge as there is evidence of a tramway from the quarrying to a simple transhipment point in connection with Wheldon’s original sidings in-between bridges 4 and 5 which consisted of a simple Shute system for transferring quarried materials to mainline wagons from tramway wagons. Wheldon’s sidings here were connected to the N&BJ,R. A further tramway ran north from here to further quarries south of Gayton village.</p>
<p></p>
<p>Field 2 was to the north of an area of quarrying which became Gayton Wood Farm which was amongst some of the last quarry in the area – working as it did ‘til the late 60’s and it too supported several tramways. I imagine when mining in field 1 became exhausted, (dates seem to support a slow movement west of the quarrying) a bridge was built under the Gayton/Blisworth road (and I would say quite a while ago – possibly around 1900/1920. <a href="http://thesmjr.ning.com/photo/concrete-underbridge-2/next?context=album&albumId=3138568%3AAlbum%3A9165"><br>
<br></a> <a href="http://thesmjr.ning.com/photo/concrete-underbridge-2/next?context=album&albumId=3138568%3AAlbum%3A9165">http://thesmjr.ning.com/photo/concrete-underbridge-2/next?context=album&albumId=3138568%3AAlbum%3A9165</a></p>
<p></p>
<p>The bridges which are still extant today (but may not have been the original ones) and the tramway which came over bridge 2 was diverted under the new bridge to support the quarrying in field<br>
2. As stated, quarrying, and the subsequent support needed such as tramways were a very fluid affair. Tramways were extended to where the quarrying was. In the early 40’s the sidings of Richard Thomas’s were constructed. 3 sidings which ran parallel with the then SMJ and fed by ground frames at each end at around 68 chains from Blisworth. <a href="http://thesmjr.ning.com/photo/gates-1?context=album&albumId=3138568:Album:9165"><br>
<br></a> <a href="http://thesmjr.ning.com/photo/gates-1?context=album&albumId=3138568:Album:9165">http://thesmjr.ning.com/photo/gates-1?context=album&albumId=3138568:Album:9165</a><br>
By this time the tramway across bridge 2 wasn’t being used so the tramway was diverted straight across field 1 from under the Gayton/Blisworth bridge to meet up with the sidings of Richard Thomas’s. <a href="http://thesmjr.ning.com/photo/gayton-wood-farm-branch?context=album&albumId=3138568:Album:9165"><br>
<br></a> <a href="http://thesmjr.ning.com/photo/gayton-wood-farm-branch?context=album&albumId=3138568:Album:9165">http://thesmjr.ning.com/photo/gayton-wood-farm-branch?context=album&albumId=3138568:Album:9165</a><br>
The line passed through a small cutting and over a slight embankment on its relatively steep journey down to the SMJ. Passing through field 1 and into field 2 it sprouted many tramways along the way and, as the quarry had passed on that way under another concrete bridge into the quarries of Gayton Wood Farm which ran down to the former Blisworth/Towcester road.</p>
<p></p>
<p>The line to Gayton Wood from Richard Thomas’s sidings was of mainline standard and at Gayton Wood farm engines sheds, a weighbridge and a maintenance department were built to service<br>
and support the locos which worked there as well as moving, weighing etc the outgoing quarrying materials before they passed under the two concrete bridges on their way down the hill to Richard Thomas’s.</p>
<p></p>
<p>Gayton Wood was worked until 1968. It’s huge excavators a feature landmark of the Blisworth area. The noise, the sounds of drilling and excavating well know to the people of Blisworth.<br>
<a href="http://thesmjr.ning.com/photo/blisworth-mines/next?context=album&albumId=3138568%3AAlbum%3A8542"><br>
<br></a> <a href="http://thesmjr.ning.com/photo/blisworth-mines/next?context=album&albumId=3138568%3AAlbum%3A8542">http://thesmjr.ning.com/photo/blisworth-mines/next?context=album&albumId=3138568%3AAlbum%3A8542</a></p>
<p></p>
<p>Now all gone, all that remains are the over-grown memories, the engine sheds are still there at Gayton Wood and the quarrying holes have conveniently filled with water and fish! A small hut which once might have been an inspectors hut or similar sits in the middle of one of the fishing lakes, half poking out of the waters looking somewhat incongruous and in for an unsure future. The fields about are full of humps and bumps of a bygone age.</p>
<p></p>
<p>The SMJ tracked bed can be walked from bridge 3 all the way to the Walnut Inn at Blisworth which will serve you a nice drink for your efforts. There are more questions than answers along the way so if you have a few – do let me know and hopefully someone will have the corresponding answers!</p>
<p></p>
<p>These might help!</p>
<p></p>
<p><a href="http://thesmjr.ning.com/photo/albums/gayton-farm-maps">http://thesmjr.ning.com/photo/albums/gayton-farm-maps</a></p>
<p></p>
<p>Andy</p>
<p><a href="http://www.blisworth.org.uk/images/Ironstone-part1.htm" target="_self">Click here for more info from the great Blisworth village site</a></p>
<p></p>
<p style="text-align: left;"><img src="http://storage.ning.com/topology/rest/1.0/file/get/1409784298?profile=original"></p>
<p></p>
<p>The action on the map above all happens bottom left. Note Gayton House, the Tiffield/Blisworth road and all the tramways/rail lines between Gayton Wood Farm and the then N&B Junction railway.</p>
<p><object width="500" height="394" classid="clsid:d27cdb6e-ae6d-11cf-96b8-444553540000" codebase="http://download.macromedia.com/pub/shockwave/cabs/flash/swflash.cab#version=6,0,40,0" bgcolor="#"><param name="flashvars" value="feed_url=http%3A%2F%2Fthesmjr.ning.com%2Fphoto%2Fphoto%2FslideshowFeedAlbum%3Fid%3D3138568%253AAlbum%253A9165%26mtime%3D1288608909%26x%3DhX97mvKgDxlkLEB2veeVZkvPl6riytmW&autoplay=1&hideShareLink=1&config_url=http%3A%2F%2Fthesmjr.ning.com%2Fphoto%2Fphoto%2FshowPlayerConfig%3Fx%3DhX97mvKgDxlkLEB2veeVZkvPl6riytmW%26xn_auth%3Dno%26feed_url%3Dhttp%253A%252F%252Fthesmjr.ning.com%252Fphoto%252Fphoto%252FslideshowFeedAlbum%253Fid%253D3138568%25253AAlbum%25253A9165%2526mtime%253D1288608909%2526x%253DhX97mvKgDxlkLEB2veeVZkvPl6riytmW%26version%3DDEP-5780%253A09838ce_103_103_55&slideshow_title=&fullsize_url=http%3A%2F%2Fthesmjr.ning.com%2Fphoto%2Fphoto%2Fslideshow%3Ffeed_url%3Dhttp%253A%252F%252Fthesmjr.ning.com%252Fphoto%252Fphoto%252FslideshowFeedAlbum%253Fid%253D3138568%25253AAlbum%25253A9165%2526mtime%253D1288608909">
<param name="src" value="http://static.ning.com/socialnetworkmain/widgets/photo/slideshowplayer/slideshowplayer.swf?v=201010212118">
<param name="wmode" value="opaque">
<param name="allowfullscreen" value="true">
<param name="quality" value="high">
<embed width="500" height="394" type="application/x-shockwave-flash" src="http://static.ning.com/socialnetworkmain/widgets/photo/slideshowplayer/slideshowplayer.swf?v=201010212118" flashvars="feed_url=http%3A%2F%2Fthesmjr.ning.com%2Fphoto%2Fphoto%2FslideshowFeedAlbum%3Fid%3D3138568%253AAlbum%253A9165%26mtime%3D1288608909%26x%3DhX97mvKgDxlkLEB2veeVZkvPl6riytmW&autoplay=1&hideShareLink=1&config_url=http%3A%2F%2Fthesmjr.ning.com%2Fphoto%2Fphoto%2FshowPlayerConfig%3Fx%3DhX97mvKgDxlkLEB2veeVZkvPl6riytmW%26xn_auth%3Dno%26feed_url%3Dhttp%253A%252F%252Fthesmjr.ning.com%252Fphoto%252Fphoto%252FslideshowFeedAlbum%253Fid%253D3138568%25253AAlbum%25253A9165%2526mtime%253D1288608909%2526x%253DhX97mvKgDxlkLEB2veeVZkvPl6riytmW%26version%3DDEP-5780%253A09838ce_103_103_55&slideshow_title=&fullsize_url=http%3A%2F%2Fthesmjr.ning.com%2Fphoto%2Fphoto%2Fslideshow%3Ffeed_url%3Dhttp%253A%252F%252Fthesmjr.ning.com%252Fphoto%252Fphoto%252FslideshowFeedAlbum%253Fid%253D3138568%25253AAlbum%25253A9165%2526mtime%253D1288608909" wmode="opaque" allowfullscreen="true" quality="high" bgcolor="#"></object><br>
<small><a href="http://thesmjr.ning.com/photo/photo">Bridge 3/Bridge 2/Tramway/Gayton</a> <a href="http://www.smj.me"></a></small></p>
<p><br>
<object width="500" height="394" classid="clsid:d27cdb6e-ae6d-11cf-96b8-444553540000" codebase="http://download.macromedia.com/pub/shockwave/cabs/flash/swflash.cab#version=6,0,40,0" bgcolor="#"><param name="flashvars" value="feed_url=http%3A%2F%2Fthesmjr.ning.com%2Fphoto%2Fphoto%2FslideshowFeedAlbum%3Fid%3D3138568%253AAlbum%253A9184%26mtime%3D1288613622%26x%3DhX97mvKgDxlkLEB2veeVZkvPl6riytmW&autoplay=1&hideShareLink=1&config_url=http%3A%2F%2Fthesmjr.ning.com%2Fphoto%2Fphoto%2FshowPlayerConfig%3Fx%3DhX97mvKgDxlkLEB2veeVZkvPl6riytmW%26xn_auth%3Dno%26feed_url%3Dhttp%253A%252F%252Fthesmjr.ning.com%252Fphoto%252Fphoto%252FslideshowFeedAlbum%253Fid%253D3138568%25253AAlbum%25253A9184%2526mtime%253D1288613622%2526x%253DhX97mvKgDxlkLEB2veeVZkvPl6riytmW%26version%3DDEP-5780%253A09838ce_103_103_55&slideshow_title=&fullsize_url=http%3A%2F%2Fthesmjr.ning.com%2Fphoto%2Fphoto%2Fslideshow%3Ffeed_url%3Dhttp%253A%252F%252Fthesmjr.ning.com%252Fphoto%252Fphoto%252FslideshowFeedAlbum%253Fid%253D3138568%25253AAlbum%25253A9184%2526mtime%253D1288613622">
<param name="src" value="http://static.ning.com/socialnetworkmain/widgets/photo/slideshowplayer/slideshowplayer.swf?v=201010212118">
<param name="wmode" value="opaque">
<param name="allowfullscreen" value="true">
<param name="quality" value="high">
<embed width="500" height="394" type="application/x-shockwave-flash" src="http://static.ning.com/socialnetworkmain/widgets/photo/slideshowplayer/slideshowplayer.swf?v=201010212118" flashvars="feed_url=http%3A%2F%2Fthesmjr.ning.com%2Fphoto%2Fphoto%2FslideshowFeedAlbum%3Fid%3D3138568%253AAlbum%253A9184%26mtime%3D1288613622%26x%3DhX97mvKgDxlkLEB2veeVZkvPl6riytmW&autoplay=1&hideShareLink=1&config_url=http%3A%2F%2Fthesmjr.ning.com%2Fphoto%2Fphoto%2FshowPlayerConfig%3Fx%3DhX97mvKgDxlkLEB2veeVZkvPl6riytmW%26xn_auth%3Dno%26feed_url%3Dhttp%253A%252F%252Fthesmjr.ning.com%252Fphoto%252Fphoto%252FslideshowFeedAlbum%253Fid%253D3138568%25253AAlbum%25253A9184%2526mtime%253D1288613622%2526x%253DhX97mvKgDxlkLEB2veeVZkvPl6riytmW%26version%3DDEP-5780%253A09838ce_103_103_55&slideshow_title=&fullsize_url=http%3A%2F%2Fthesmjr.ning.com%2Fphoto%2Fphoto%2Fslideshow%3Ffeed_url%3Dhttp%253A%252F%252Fthesmjr.ning.com%252Fphoto%252Fphoto%252FslideshowFeedAlbum%253Fid%253D3138568%25253AAlbum%25253A9184%2526mtime%253D1288613622" wmode="opaque" allowfullscreen="true" quality="high" bgcolor="#"></object><br>
<small><a href="http://thesmjr.ning.com/photo/photo">Gayton Maps</a> <a href="http://www.smj.me"></a></small><br>
<object width="500" height="394" classid="clsid:d27cdb6e-ae6d-11cf-96b8-444553540000" codebase="http://download.macromedia.com/pub/shockwave/cabs/flash/swflash.cab#version=6,0,40,0" bgcolor="#"><param name="flashvars" value="feed_url=http%3A%2F%2Fthesmjr.ning.com%2Fphoto%2Fphoto%2FslideshowFeedAlbum%3Fid%3D3138568%253AAlbum%253A9164%26mtime%3D1288613622%26x%3DhX97mvKgDxlkLEB2veeVZkvPl6riytmW&autoplay=1&hideShareLink=1&config_url=http%3A%2F%2Fthesmjr.ning.com%2Fphoto%2Fphoto%2FshowPlayerConfig%3Fx%3DhX97mvKgDxlkLEB2veeVZkvPl6riytmW%26xn_auth%3Dno%26feed_url%3Dhttp%253A%252F%252Fthesmjr.ning.com%252Fphoto%252Fphoto%252FslideshowFeedAlbum%253Fid%253D3138568%25253AAlbum%25253A9164%2526mtime%253D1288613622%2526x%253DhX97mvKgDxlkLEB2veeVZkvPl6riytmW%26version%3DDEP-5780%253A09838ce_103_103_55&slideshow_title=&fullsize_url=http%3A%2F%2Fthesmjr.ning.com%2Fphoto%2Fphoto%2Fslideshow%3Ffeed_url%3Dhttp%253A%252F%252Fthesmjr.ning.com%252Fphoto%252Fphoto%252FslideshowFeedAlbum%253Fid%253D3138568%25253AAlbum%25253A9164%2526mtime%253D1288613622">
<param name="src" value="http://static.ning.com/socialnetworkmain/widgets/photo/slideshowplayer/slideshowplayer.swf?v=201010212118">
<param name="wmode" value="opaque">
<param name="allowfullscreen" value="true">
<param name="quality" value="high">
<embed width="500" height="394" type="application/x-shockwave-flash" src="http://static.ning.com/socialnetworkmain/widgets/photo/slideshowplayer/slideshowplayer.swf?v=201010212118" flashvars="feed_url=http%3A%2F%2Fthesmjr.ning.com%2Fphoto%2Fphoto%2FslideshowFeedAlbum%3Fid%3D3138568%253AAlbum%253A9164%26mtime%3D1288613622%26x%3DhX97mvKgDxlkLEB2veeVZkvPl6riytmW&autoplay=1&hideShareLink=1&config_url=http%3A%2F%2Fthesmjr.ning.com%2Fphoto%2Fphoto%2FshowPlayerConfig%3Fx%3DhX97mvKgDxlkLEB2veeVZkvPl6riytmW%26xn_auth%3Dno%26feed_url%3Dhttp%253A%252F%252Fthesmjr.ning.com%252Fphoto%252Fphoto%252FslideshowFeedAlbum%253Fid%253D3138568%25253AAlbum%25253A9164%2526mtime%253D1288613622%2526x%253DhX97mvKgDxlkLEB2veeVZkvPl6riytmW%26version%3DDEP-5780%253A09838ce_103_103_55&slideshow_title=&fullsize_url=http%3A%2F%2Fthesmjr.ning.com%2Fphoto%2Fphoto%2Fslideshow%3Ffeed_url%3Dhttp%253A%252F%252Fthesmjr.ning.com%252Fphoto%252Fphoto%252FslideshowFeedAlbum%253Fid%253D3138568%25253AAlbum%25253A9164%2526mtime%253D1288613622" wmode="opaque" allowfullscreen="true" quality="high" bgcolor="#"></object><br>
<small><a href="http://thesmjr.ning.com/photo/photo">Gayton Wood Farm</a></small><br>
<object width="500" height="394" classid="clsid:d27cdb6e-ae6d-11cf-96b8-444553540000" codebase="http://download.macromedia.com/pub/shockwave/cabs/flash/swflash.cab#version=6,0,40,0" bgcolor="#"><param name="flashvars" value="feed_url=http%3A%2F%2Fthesmjr.ning.com%2Fphoto%2Fphoto%2FslideshowFeedAlbum%3Fid%3D3138568%253AAlbum%253A8542%26mtime%3D1288617145%26x%3DhX97mvKgDxlkLEB2veeVZkvPl6riytmW&autoplay=1&hideShareLink=1&config_url=http%3A%2F%2Fthesmjr.ning.com%2Fphoto%2Fphoto%2FshowPlayerConfig%3Fx%3DhX97mvKgDxlkLEB2veeVZkvPl6riytmW%26xn_auth%3Dno%26feed_url%3Dhttp%253A%252F%252Fthesmjr.ning.com%252Fphoto%252Fphoto%252FslideshowFeedAlbum%253Fid%253D3138568%25253AAlbum%25253A8542%2526mtime%253D1288617145%2526x%253DhX97mvKgDxlkLEB2veeVZkvPl6riytmW%26version%3DDEP-5780%253A09838ce_103_103_55&slideshow_title=&fullsize_url=http%3A%2F%2Fthesmjr.ning.com%2Fphoto%2Fphoto%2Fslideshow%3Ffeed_url%3Dhttp%253A%252F%252Fthesmjr.ning.com%252Fphoto%252Fphoto%252FslideshowFeedAlbum%253Fid%253D3138568%25253AAlbum%25253A8542%2526mtime%253D1288617145">
<param name="src" value="http://static.ning.com/socialnetworkmain/widgets/photo/slideshowplayer/slideshowplayer.swf?v=201010212118">
<param name="wmode" value="opaque">
<param name="allowfullscreen" value="true">
<param name="quality" value="high">
<embed width="500" height="394" type="application/x-shockwave-flash" src="http://static.ning.com/socialnetworkmain/widgets/photo/slideshowplayer/slideshowplayer.swf?v=201010212118" flashvars="feed_url=http%3A%2F%2Fthesmjr.ning.com%2Fphoto%2Fphoto%2FslideshowFeedAlbum%3Fid%3D3138568%253AAlbum%253A8542%26mtime%3D1288617145%26x%3DhX97mvKgDxlkLEB2veeVZkvPl6riytmW&autoplay=1&hideShareLink=1&config_url=http%3A%2F%2Fthesmjr.ning.com%2Fphoto%2Fphoto%2FshowPlayerConfig%3Fx%3DhX97mvKgDxlkLEB2veeVZkvPl6riytmW%26xn_auth%3Dno%26feed_url%3Dhttp%253A%252F%252Fthesmjr.ning.com%252Fphoto%252Fphoto%252FslideshowFeedAlbum%253Fid%253D3138568%25253AAlbum%25253A8542%2526mtime%253D1288617145%2526x%253DhX97mvKgDxlkLEB2veeVZkvPl6riytmW%26version%3DDEP-5780%253A09838ce_103_103_55&slideshow_title=&fullsize_url=http%3A%2F%2Fthesmjr.ning.com%2Fphoto%2Fphoto%2Fslideshow%3Ffeed_url%3Dhttp%253A%252F%252Fthesmjr.ning.com%252Fphoto%252Fphoto%252FslideshowFeedAlbum%253Fid%253D3138568%25253AAlbum%25253A8542%2526mtime%253D1288617145" wmode="opaque" allowfullscreen="true" quality="high" bgcolor="#"></object><br>
<small><a href="http://thesmjr.ning.com/photo/photo">'Blisworth<br>
Mines' by John Evans</a></small></p>
<p style="text-align: left;"><img src="http://storage.ning.com/topology/rest/1.0/file/get/1409787548?profile=original"></p>
<p> </p>
<p><a href="http://thesmjr.ning.com/page/index-1" target="_self"><img src="http://storage.ning.com/topology/rest/1.0/file/get/1670932220?profile=RESIZE_320x320" width="150" class="align-left"></a><a href="http://thesmjr.ning.com" target="_self"><img src="http://storage.ning.com/topology/rest/1.0/file/get/1670930547?profile=RESIZE_180x180" width="150" class="align-left"></a><a href="http://thesmjr.ning.com/page/page/list" target="_self"><img src="http://storage.ning.com/topology/rest/1.0/file/get/1670931847?profile=RESIZE_320x320" width="150" class="align-left"></a></p> The Sad Demise of the Stratford Slip Coach Servicetag:thesmjr.ning.com,2010-08-13:3138568:Page:83512010-08-13T14:41:06.000ZDick Bodilyhttps://thesmjr.ning.com/profile/Dick
<p><a href="http://thesmjr.ning.com/page/index-1" target="_self"><img class="align-left" src="http://storage.ning.com/topology/rest/1.0/file/get/1670932220?profile=RESIZE_320x320" width="150"></img></a> <a href="http://thesmjr.ning.com" target="_self"><img class="align-left" src="http://storage.ning.com/topology/rest/1.0/file/get/1670930547?profile=RESIZE_180x180" width="150"></img></a> <a href="http://thesmjr.ning.com/page/page/list" target="_self"><img class="align-left" src="http://storage.ning.com/topology/rest/1.0/file/get/1670931847?profile=RESIZE_320x320" width="150"></img></a></p>
<p> </p>
<p> </p>
<p> </p>
<p>‘Through Carriage to London’ announced the proud notice at Stratford Old Town as the 7.45am train for Blisworth prepared to leave from the ‘Up’ platform sometime in the 1930s. Would be commuters were directed by…</p>
<p><a href="http://thesmjr.ning.com/page/index-1" target="_self"><img width="150" class="align-left" src="http://storage.ning.com/topology/rest/1.0/file/get/1670932220?profile=RESIZE_320x320"></a><a href="http://thesmjr.ning.com" target="_self"><img width="150" class="align-left" src="http://storage.ning.com/topology/rest/1.0/file/get/1670930547?profile=RESIZE_180x180"></a><a href="http://thesmjr.ning.com/page/page/list" target="_self"><img width="150" class="align-left" src="http://storage.ning.com/topology/rest/1.0/file/get/1670931847?profile=RESIZE_320x320"></a></p>
<p> </p>
<p> </p>
<p> </p>
<p>‘Through Carriage to London’ announced the proud notice at Stratford Old Town as the 7.45am train for Blisworth prepared to leave from the ‘Up’ platform sometime in the 1930s. Would be commuters were directed by station staff to a smartly maintained LNER ex-Great Central slip coach attached to the back of the train. It contrasted greatly with the two ancient now LMS owned coaches which formed the rest of the train. As the signal pulled off the train set off at a leisurely pace towards Byfield, stopping en route not only to pick up the occasional passenger but also milk churns bound for London via the Great Central route. At Byfield the slip coach would be met by a LNER loco probably an ex GCR N5 tank and whisked off around the curve to Woodford, along with the milk churns, where it would be quickly attached to the Mansfield-Marylebone express. Passengers in the slip coach would arrive at Marylebone at 10.48am after a 3hr 3mins journey. Not exactly express standard.</p>
<p>The return journey to Stratford would be more exciting and much quicker too by means of the crack 6.20pm Bradford express. The slip coach having been carefully checked over under cover at Marylebone, would be attached to the main train, with a further slip coach behind it which was destined for Brackley. This was to be slipped at Finmere and worked forward to Brackley tender first by a Woodford loco, often a B7 ‘Black Pig’. There was much competition for the perceived potential first class custom in ‘Lark Rise to Candleford’ country and the Finmere slip coach was in direct competition with GWR slips made at Bicester. Both slip coaches were protected at the rear by both white and red lamps and were manned by Marylebone based guards, while the main train guard would be a Leicester man. The loco at the head of the train was invariably one of Leicester’s famous ‘Jersey Lily’ Robinson C4 4-4-2s and, surprisingly for such an important train, not one of the new Gresley B17 ‘Footballer’ 4-6-0s that had taken over most of the other principal GC line services. Leicester shed was not to receive B17s until early in 1936, and the 6.20pm being a Leicester crew working provided an 'Indian Summer' for the distinguished veteran C4s with some of their very best ever performances put up on this demanding working. The Woodford slip would be made around about the site of the closed south curve junction. On arriving at Woodford the coach would be attached to the 6.30pm Blisworth – Stratford train, which had made a detour from Byfield. Pity any passengers travelling from Morton Pinkney or stations further east who would have wasted nearly an hour on their journey to Stratford, being thus diverted so that the slip coach could be picked up! There followed a leisurely run to Stratford behind a MR Johnson 2F 0-6-0 arriving at 8.37pm, with a respectable overall journey time of 2hrs 17mins from Marylebone to Stratford.</p>
<p>This Stratford slip coach service had run since early Great Central days but was withdrawn at the start of the First World War and not reinstated until a few weeks before the 1923 Grouping, so it did run briefly during GCR/SMJR days but mainly during the LNER/LMS period. Nevertheless the SMJR Rulebook contained an appendix of no less than 9 pages of regulations concerning slip coaches even though no slipping ever took place on its metals!</p>
<p><br>
Presumably this appendix was copied from the GCR rulebook. The only rules really relevant to SMJR staff were:- 1) the coach must be coupled to the train by an ordinary coupling until the train arrives at the last station before it is to be slipped ie. Marylebone, which meant it was always normally coupled while on the SMJR. 2) the special red and white slip lamps were to remain within the slip coach after slipping, but would be replaced by ordinary tail lamps for the remainder of the journey. 3) any problems or irregularities in working should be reported to the General Manager. 4) slip coaches even when not being slipped could not normally travel in trains other than those to which they were timetabled to run with.</p>
<p>On a fateful evening of 19th December 1935 the Stratford slip coach was full with Christmas shoppers. The train headed by C4 4-4-2 No.6086 consisted of 8 coaches including the two slips. The Finmere slip went as planned, but calamity struck when the Stratford coach was slipped. Something went wrong with the valve on the main train’s brake pipe causing its brakes to automatically come on. The driver feeling the brakes come on assumed that the guard had applied them and that the slip had not been made. He had looked back for the slip coach guard’s hand signal to confirm that the slip had taken place or to see the white headlight carried at the front of the coasting slip coach, but his view had been obscured by smoke drifting back from the ’Jersey Lily’. It was his responsibility to make sure whether or not the slip had actually taken place and he had not done this. He decided to stop the train at Woodford in order for the slip coach (which had already been detached!) to be uncoupled. The smoke which had obscured his view also made it impossible for the slip coach guard to see that the main train was braking hard to make an unscheduled stop at Woodford. The inevitable happened near the Eydon Road bridge. The slip ploughed into the back of the main train with enough force for its underframe to override that of the main train’s brake coach. Both guards were badly injured but mercifully survived as did the 9 passengers injured. The Ministry of Transport conducted tests on 2nd January 1936 to try to ascertain what went wrong. The inspecting officer concluded that the LNER brake pipe equipment was unsatisfactory and recommended that it should be replaced with GWR type equipment. The LNER had not wasted any time making its own inquiry the very day after the accident and decided to withdraw all its slip coaches permanently immediately. The Stratford through coach service continued as a normal working for a short while but was soon withdrawn altogether. Leicester soon received B17s to work the 6.20pm which now had a more demanding schedule with stops at Finmere and Woodford scheduled and with no coaches slipped en route.</p>
<p>Amazingly the archaic, labour-intensive and potentially dangerous practice of slipping coaches continued elsewhere on the Western Region of British Railways until 1960! The Bicester slip was in fact the last to go. With many thanks to Alwyn Sparrow for supplying details of SMJR rules and regulations regarding slipping.</p>
<p>For further information on the Stratford and other GCR slip coaches read ‘The Great Central in LNER Days- 2’ by D Jackson &amp; O Russell, to see video footage of the WR Bicester slip coach look at ‘Railway Roundabout DVD Collection (Duke).</p>
<p style="text-align: left;"><img width="721" src="http://storage.ning.com/topology/rest/1.0/file/get/1670930715?profile=RESIZE_1024x1024"></p>
<p>A Jersey Lily Atlantic similar to the one on the fateful Bradford express shown in GC Days. This one was one of the compound versions of the class.</p>
<p>Dick Bodily</p>
<p><br>
<a href="http://thesmjr.ning.com/page/index-1" target="_self"><img width="150" class="align-left" src="http://storage.ning.com/topology/rest/1.0/file/get/1670932220?profile=RESIZE_320x320"></a><a href="http://thesmjr.ning.com" target="_self"><img width="150" class="align-left" src="http://storage.ning.com/topology/rest/1.0/file/get/1670930547?profile=RESIZE_180x180"></a><a href="http://thesmjr.ning.com/page/page/list" target="_self"><img width="150" class="align-left" src="http://storage.ning.com/topology/rest/1.0/file/get/1670931847?profile=RESIZE_320x320"></a></p>
<p> </p> Clive Boardman - Woodford fireman ('56-'58) remembering trips along the SMJtag:thesmjr.ning.com,2010-06-15:3138568:Page:79012010-06-15T14:24:43.000ZDick Bodilyhttps://thesmjr.ning.com/profile/Dick
<p><a href="http://thesmjr.ning.com/page/index-1" target="_self"><img class="align-left" src="http://storage.ning.com/topology/rest/1.0/file/get/1670932220?profile=RESIZE_320x320" width="150"></img></a> <a href="http://thesmjr.ning.com" target="_self"><img class="align-left" src="http://storage.ning.com/topology/rest/1.0/file/get/1670930547?profile=RESIZE_180x180" width="150"></img></a> <a href="http://thesmjr.ning.com/page/page/list" target="_self"><img class="align-left" src="http://storage.ning.com/topology/rest/1.0/file/get/1670931847?profile=RESIZE_320x320" width="150"></img></a></p>
<p> </p>
<p> </p>
<p style="text-align: left;"><img src="http://storage.ning.com/topology/rest/1.0/file/get/1670930430?profile=original"></img></p>
<p><em><span class="font-size-3">Clive fired WDs on the SMJ.</span></em></p>
<p>Clive Boardman was a fireman at Woodford from 1956-8.…</p>
<p><a href="http://thesmjr.ning.com/page/index-1" target="_self"><img class="align-left" src="http://storage.ning.com/topology/rest/1.0/file/get/1670932220?profile=RESIZE_320x320" width="150"></a><a href="http://thesmjr.ning.com" target="_self"><img class="align-left" src="http://storage.ning.com/topology/rest/1.0/file/get/1670930547?profile=RESIZE_180x180" width="150"></a><a href="http://thesmjr.ning.com/page/page/list" target="_self"><img class="align-left" src="http://storage.ning.com/topology/rest/1.0/file/get/1670931847?profile=RESIZE_320x320" width="150"></a></p>
<p> </p>
<p> </p>
<p style="text-align: left;" sizset="false" sizcache035600619694192453="6619.718281828459 28 237"><img src="http://storage.ning.com/topology/rest/1.0/file/get/1670930430?profile=original"></p>
<p><em><span class="font-size-3">Clive fired WDs on the SMJ.</span></em></p>
<p>Clive Boardman was a fireman at Woodford from 1956-8. This was before the Stratford south curve was installed. He remembers night time workings on loose coupled freights along the SMJ in the days before Woodford's Aussie fleet became run down.</p>
<p>''I did fire on many occasions over the S.M.J. to and from Evesham, always on W.D. 2-8-0s and always evening and night (there were no Woodford workings over the line during the day when it was occupied by 3F and 4F 0-6-0s from Blisworth). The first Woodford working was the 7.20pm Bristol. Sometimes the outward workings would get through to Ashchurch before changing over, although I never got beyond Evesham myself and I think I only worked over the line in daylight once.</p>
<p>The only deviation from the norm in my own case was when Reg Langstone and I took two wagons of cattle to Kineton with a B16 4-6-0 one lunch time but this was really just a matter of expediency, the cattle couldn’t be left standing around in the yard at Woodford, the B16 would have arrived in the early hours on a fully-fitted from York and would be idle until returning in the evening, so it was convenient to use it to get the cattle to Kineton quickly. Reg was not known for hanging around and as we approached Woodford West Jct. we were doing probably 15-20 mph. The signalman was waiting to take the staff, decided we were going far too fast and quite rightly refused to take it, waving his arm in a negative gesture and turned away from me. I shouted across to Reg but he was gawping away across the fields and didn't hear me. I had to cross the footplate and tap him on the shoulder, showing him the staff. He banged the brake on and, because we couldn't set back, of course, I had to walk back probably about two hundred yards to give the bobby the staff. I never heard the term 'Bloodspitter' in connection with the B16's when I was on the footplate but it refers to their tendency to throw red hot cinders out of the chimney when being worked hard. I did a piece for Robert Robotham in his book "Great Central Railway's London Extension" in which I mentioned this particular idiosyncrasy. At Woodford in my day they were usually known as 'North Easterns'. I always liked the B16s as they were quite comfortable to ride on and usually steamed well once one had become accustomed to the long box and its healthy appetite for coal at the front end.</p>
<p> </p>
<p style="text-align: left;" sizset="false" sizcache035600619694192453="5996.718281828459 28 160"><img src="http://storage.ning.com/topology/rest/1.0/file/get/1670930389?profile=original"></p>
<p><em>A B16 'Bloodspitter', a type Clive liked to fire.</em></p>
<p>Although I was never on it, there was an ironstone working which booked on at 1.30pm, known as ‘Banbury ironstone’ and always worked by an L1 tank, which in the course of the diagram collected the loaded ironstone from Charwelton and conveyed it to either Byfield or Banbury, I can’t remember which. There were no fitted workings over the SMJ in my day. The WDs, either Woodford or GW, were ideally suited to the diagrams and were more than equal to the task on the outward workings when they were fresh off the shed. The problems occurred when returning on something that had originated in, say, South Wales, and the fire would sometimes be very dirty. I don't know whether it was true but the story was that a Western Region edict required engines on loose-coupled workings to cover 200 miles between fire cleanings, something that the number 3 link crews normally on these jobs could well have had reason to believe. I don't know much about what happened after I left the depot, but certainly in the last months of 1958 before I left there were many drivers learning the road down to Honeybourne in preparation for re-routing of the trains. '' (The proposed rerouting Clive refers to was to be over the South Curve at Stratford rather than via Broom, Woodford men were learning the GWR route to Honeybourne in preparation for the increased workings over the SMJ that began around 1960.)</p>
<p>'' I didn't work on any single lines before the S.M.J. and can't remember much about the staffs and tokens in any detail. I can remember that he one from Woodford West Junction onwards was an actual steel staff, about 18 inches long by 1.5 inches in diameter. Changeovers were always effected at very low speed and there was always a pool of light outside the signalboxes where the manouvre took place. The easy ones were those in which the staff or token was contained in a leather pouch with a large loop attached, you've probably seen them, and with these it was just a case of putting the loop onto the signalman's outstretched arm and collecting the] one for the next section at the same time. '' </p>
<p> <a href="http://storage.ning.com/topology/rest/1.0/file/get/1670939090?profile=original" target="_self"><img src="http://storage.ning.com/topology/rest/1.0/file/get/1670939090?profile=RESIZE_1024x1024" width="750" class="align-full"></a></p>
<p><em>Clive seen at the GCR Woodford 50th Anniversary in June 2015</em></p>
<p></p>
<p><em>(Many thanks to Clive for allowing parts of his correspondence with Dick Bodily to be used in this article.)</em></p>
<p sizset="false" sizcache05761637579260148="3829.718281828459 30 106" sizcache035600619694192453="8171.718281828459 28 315"><a href="http://thesmjr.ning.com/page/index-1" target="_self" sizset="false" sizcache05761637579260148="3829.718281828459 30 106" sizcache035600619694192453="8171.718281828459 28 315"><img class="align-left" src="http://storage.ning.com/topology/rest/1.0/file/get/1670932220?profile=RESIZE_320x320" width="150"></a><a href="http://thesmjr.ning.com" target="_self" sizset="false" sizcache035600619694192453="8153.718281828459 28 306"><img class="align-left" src="http://storage.ning.com/topology/rest/1.0/file/get/1670930547?profile=RESIZE_180x180" width="150"></a><a href="http://thesmjr.ning.com/page/page/list" target="_self" sizset="false" sizcache05761637579260148="3353.718281828459 30 84"><img class="align-left" src="http://storage.ning.com/topology/rest/1.0/file/get/1670931847?profile=RESIZE_320x320" width="150"></a></p>
<p> </p>