SOUTHERN RAILWAY (SR)

JUST PUBLISHED

The Southern Railway Route between BASINGSTOKE, WINCHESTER, EASTLEIGH and SOUTHAMPTON.

Part 1 Basingstoke to St.Cross

By John Nicholas and George Reeve -

ISBN 978-1-911262-35-0

The London and Southampton Railway opened its line in 1840 and was the first major railway in the south of England. Engineer Joseph Locke, and contractor Thomas Brassey, completed the last part of the line from Basingstoke to Winchester through the chalk downs to the summit at Litchfield Tunnel.

The easy grades of the line were only achieved by involving some heavy civil engineering work, high embankments, deep cuttings and numerous tunnels. Traffic grew steadily, particularly goods, to and from the expanding Southampton Docks and boat trains ran in connection with the ocean liner traffic.

Southampton developed into the principal port for military traffic to the Empire and the line played a major role in the supply of men and materials for the Boer, First and Second World Wars. The line achieved something of a legendary status in the 1960s being the last steam worked main line in England until its electrification in July 1967.

Today the line between Basingstoke and Southampton carries not only heavy passenger traffic but, with the recent demise of coal traffic elsewhere, some of the nation’s heaviest freight traffic with containers from Southampton Docks.

Part One covers the line between Basingstoke and Winchester

Part Two deals with the line through Eastleigh, including the works, to Shawford Junction.

Part Three completes the story to Southampton covering St.Denys, Northam, Southampton Terminus and Central.

Author: John Nicholas and George Reeve
First published: end of July 2020
Cover: Hardback
ISBN: 978-1-911262-35-0

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IN STOCK

LESLIE TIBBLE and Richard Derry

ISBN 978-1-911262-25-1

OUT NOW

Faced with the need for more ‘go anywhere’ freight locomotives of enhanced power, Bulleid, as might be expected, eschewed the obvious solution of a conventional 0-6-0, something so familiar on every other railway in the country and indeed recently built under Maunsell on Bulleid’s very own Southern Railway – the Q 0-6-0s (for which, see SOUTHERN WORKHORSES 1 Q 0-6-0s 30530-30549). Bulleid considered these traditional 0-6-0s impossibly dainty (if not downright obsolescent) for the hard and varied work on offer and his vastly powerful Q1 owed nothing to earlier designs, in power or of course, famously, in looks.

The Q1s could work almost any train, from a ten coach Sunday excursion to branch freights and coal trains on the main line. Paring down the weight to fit a wide axle loading led to problems however with braking and weld defects. Their lives were interesting to say the least.

Follows closely the format of the ‘Book Of’ series – the number of locos and the weight of information means this volume is HARDBACK.

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IN STOCK

LESLIE TIBBLE, Richard Derry

ISBN 978-1-911262-24-4

Maunsell arranged for twenty of these dainty 4F 0-6-0s to be built shortly before the Second World War, the first 0-6-0s built by the Southern until the very different Q1s followed a year or two later, under Bulleid. They were the final expression of Maunsell design, owing much in their styling and parts utilised (thus their distinct ‘family appearance’) to his 2-6-0s and 4-4-0s back in the early years of the Southern Railway. Eminently suited for freight, from meandering pick-ups to lengthy coal trains, they led an unexpectedly mixed traffic existence, finding regular use on heavy weekend excursions to the coast and even enjoyed a spell on commuter trains out of London.Follows closely the format of the Southern Big Tanks, with full works/shed histories. To be joined shortly by Southern Workhorses 2 Q1 0-6-0s.



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JUST PUBLISHED

By IAN SIXSMITH, Richard Derry

ISBN 978-1-911262-22-0

As elaborated in the preceding volume in this series The Book of the Southern Moguls 1: N, N1 CLASSES Maunsell, from his appointment in 1913 to the Grouping in 1923 was responsible for the introduction of three new types; the N 2-6-0 with 5ft 6in wheels, the K 2-6-4T with 6ft wheels and the N1 2-6-0, similar to the N but with three cylinders.

We now need to divert into tank engine territory. The SECR ordered one each of the new standard designs, a 2-6-0 which became the N for mixed traffic and a 2-6-4T for passenger work. It was the latter that appeared first, a couple of months before the N mogul (No.810). This was K class No.790, in June 1917. Being a tank version of the N (boilers, cylinders and motion were identical) much of the description of the latter applies in the case of the K, in its shared 'Derby' and Swindon' features for instance.

U and U1 2-6-0s

U 31790-31809

(rebuilt from K 2-6-4Ts)

U 31610-31639

('original' built new as 2-6-0s)

U1 31890

(rebuilt from K1 2-6-4T)

U1 31891-31910

('original' built new as 2-6-4T)

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First proposals for a central main railway line from London to the port of Falmouth through Salisbury and Exeter came in the 1830s, and the first section as far as Basingstoke was opened in 1840 as part of the London & Southampton Railway, which in line with its plans for expansion soon became the London & South Western Railway. The Bishopstoke to Salisbury Milford branch opened in 1847 but the route from London to Salisbury was indirect, so a direct Basingstoke to Salisbury line was promoted and after delays following the Railway Mania the single track branch from Basingstoke to Andover was opened in 1854, extended to Salisbury Milford in 1857, and then to Salisbury Fisherton in 1859. The Basingstoke & Salisbury Railway is the subject of Part One.

Don't forget that TVP have released two progammes covering the former Southern routes west of Exeter with a detailed commentary by Mike Arlett. BY SOUTHERN TO THE FAR WEST will retail at £16.95



Transport Video Publishing
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People who bought this item also bought:

1. MAIN LINE to the WEST VOLUME 2 - SALISBURY to YEOVIL

NOW OUT OF PRINT (OOP)

The Salisbury & Yeovil line was the central part of the Southern’s Main Line to the West. Promoted and built by an independent local company, its stations were well placed for the centres of Salisbury, Tisbury, Gillingham, Sherborne and Yeovil. The station at the small village of Templecombe prospered as a junction with the Somerset & Dorset line, the route for much freight traffic to and from the west. Here coal, stone, manufactured goods, milk and Burton beer from the Midland line was transferred. Going north went cider from Whimple, rabbits from Dartmoor, fruit and flowers from the Tamar Valley and watercress from Hampshire. The South Western worked and later bought the line, at a very high price, and fast trains from Waterloo provided good services for both business and holiday passengers. Although Beeching cuts reduced the line’s status to little more than a single track byway, today it provides a good and frequent service to London. Part One covered Basingstoke to Salisbury whilst Part Three will deal with the route onwards from Yeovil to Exeter.

Don't forget that TVP have released two progammes covering the former Southern routes west of Exeter with a detailed commentary by Mike Arlett. BY SOUTHERN TO THE FAR WEST will retail at £16.95

NOW OOP



Transport Video Publishing
PLEASE NOTE: IF YOUR ORDER IS FOR BOOKAZINES ONLY THEN THE THE MAXIMUM POSTAGE FOR MAINLAND UK ORDERS IS £6 – IF OUR WEBSITE SHOWS POSTAGE ABOVE £6 THEN WE WILL ADJUST THE TOTAL WHEN WE PROCESS YOUR ORDER!

IN STOCK

Reprinted by popular demand after more than eight years out of print.

John Nicholas and George Reeve

ISBN 978-1-906919-03-0

The Southern Main Line to the West between Basingstoke, Salisbury and Yeovil has previously been described in Parts One and Two, Part Three continues the story on to Exeter. The characteristic feature of this main line is illustrated by station and signal box names - Yeovil Junction, Chard Junction, Axminster (Junction for Lyme Regis), Seaton Junction, Sidmouth Junction and Exmouth Junction. Principal Waterloo expresses often passed towns like Crewkerne, Axminster and Honiton, but then stopped at junction stations in almost uninhabited countryside. This feature of six branch line junctions in less than 50 miles was on the one hand fascinating for railway enthusiasts but on the other hand frustrating for passengers travelling to and from towns and villages away from the main line, particularly after the Beeching closures.

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IN STOCK

OUT NOW!

COLOUR THROUGHOUT

By Terry Dorrity

ISBN 978-1-911262-18-3

For about a hundred and forty years, thousands of steam locomotives hauled passenger and goods trains in almost every corner of Great Britain playing a pivotal role in the economic and social history of the country. In the 1960s, although nearing the end of their reign, they were still very much part of everyday life and the sight and sound of them was an integral feature of the rural and urban landscape. Like steam, this sight has now evaporated and the photographs in this book are intended to evoke this scene: nostalgic to some, of historic interest to others. Terence Dorrity has captured, in glorious colour, the fading scene in Southern England.



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IN STOCK

OUT NOW!

IAN SIXSMITH, Richard Derry

Briefly at the first rank of Southern locomotive working and for many decades its solid and stalwart mixed traffic backbone, the Southern Moguls were numerous and widespread, from Kent to Cornwall and remained in service almost to the last year of steam on the Southern Region of BR. There were four separate classes, the two cylinder N and U and the three cylinder N1 and U1. The first part covers the N and N1 and employing the usual ‘Book Of’ format, the lengthy works history of each one is fully covered with photographs of every loco in all their complex variations. Part Two, U and U1 Classes, follows soon.

Part One N and N1 Classes

31400-31414

31810-31821, 31823-31875

31822, 31876-31880

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IN STOCK

REPRINT OUT NOW

The Southern Railway inherited all the myriad buildings and structures and a glorious gallimaufry of lineside objects from its three large and very different constituents. Little of it was modern and much of it was rooted in the preceding century.

It was a vast collection of buildings, everything in style from Italianate to Mock Tudor and Gothic Revival as well as examples of anything else dreamed up along the way. Huts, signalboxes, stations in corrugated iron, brick or wood and sometimes all three, abounded across the system from Kent to Cornwall.

A Fresh Wind then blew through the Southern. All new work and replacements, from signalboxes to fencing, would be done using standard components produced by the company; much of the raw material even came from its own quarry. What these products had in common was the new dynamic medium of reinforced and pre-stressed concrete.

Concrete items, from entire huts and footbridges, to humble posts in every conceivable size and configuration, poured out of the special concrete works at Exmouth Junction and slowly the ‘look’ of the Southern began to change. And that was before the celebrated Southern Art Deco buildings began to appear.

This a comprehensive record and account of those years, of developments which rippled out across the wider BR network until even the 1970s. It uses a huge range of photographs and drawings, allied to detailed description, of almost every facet of the Southern as evolved during its lifetime and beyond into BR days. There is simply no other single source in which almost the entire spectrum of ‘The Lineside’ of one major railway company/Region can be found. SIGNALLING is different – something for another day!

Posts

Platforms

Nameboards

Bridges

Huts

Stores

Stations

Engine Sheds

Signal Boxes

Author: Edited by George Reeve and Leslie Tibble
First published: Reprinted March 2020
Cover: Hardback
ISBN: 978-1911262-02-2
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NOW OUT OF PRINT (OOP)

First reprint 2003. Second reprint updated and considerably expanded 2016 to include all the branch lines, new information, drawings plans and 300 new and unpublished photographs. The Okehampton Line closed in 1970 under a flood of protest and has lain dormant for almost 50 years. The line passed over the spectacular heights of Dartmoor and down the banks of the imposing River Tamar and offered travellers an alternative route to Plymouth. Passing through some of Devon’s major market towns, Okehampton and Tavistock, locals have long lamented the passing of their links with the capital when coaches for London were an everyday occurrence. The line has seen a revival in recent years in the shape of a proposed Park and Ride service to Tavistock, from Plymouth, and the purchase of Okehampton Station where it is again possible to travel over rails to the nearby Meldon Quarry. The history has been meticulously detailed by the authors and includes many interviews with former employees on the line. The book now includes a new chapter covering the possible reopening of the line and a chapter on the line today.

Author: By John Nicholas and George Reeve

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IN STOCK

G16 4-8-0Ts

30492-30495

The Southern inherited small classes designed for specific tasks, to a greater extent than the other companies. To the LSWR for instance, with a new, modern hump yard in prospect at Feltham, it made sense to specially build four giant eight-coupled tanks for the work; it was a very rare instance of creating such a 'specialised heavy shunter' in this country.

Author: Ian Sixsmith
Cover: Paperback

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