Brian Aynsley emailed:
In response to Clive Fairchild's comments about different controls on different engines, I think that the reason for engines going into the wall by the turntable at Nine Elms was more simple that that. There was a very steep gradient from the disposal pit to the turntable and the rails were greasy, you had to use a lot of steam to climb it. Unfortunately, when you came on to the level section just before the table, the steam contained in the steam chest had to be used up before you could stop. This could be helped by opening the cylinder cocks, but if you did not do this the engine could go quicker before it slowed down. This was especially so on the bigger engines.
Although I personally never went through 'the wall' I did hit the buffers several times after crossing the turntable, mostly with Merchant Navy and West Country types. Another reason that this happened was that after disposal on the pit the steam pressure was not very high, although you had enough steam to climb the gradient there was not much power for the steam brakes, which made it more difficult to stop. I don't know the details of engines going through the wall but hitting the blocks was not unusual.
Josh Jenner asks:
I am trying to find any information on enginemen Ray Veary (may be spelt differently). I know he was a firemen at Norwood Junction at some time during the late 1950s-1960s. I would like to know if anyone remembers coming across him on there travels or if anyone has any information as to his career on the railways.
Nigel Whitwell has asked:
Can any ex-steam crew say whether short circuiting bars were carried on steam locos on the SR? Can't say I ever remember seeing them on any footplate (maybe they were held by the guard).
Alan Newman has replied:
I can confirm short circuiting bars were NOT carried on steam locomotives in BR days. However they were carried on class 33 diesels also one wooden paddle to be used for cleaning the under side of the conductor. The short circuiting bar and paddle were later removed because it became a requirement that staff received proper training to use the bar. This training was only afforded to drivers who trained on electric traction.
Shedmaster: other Nine Elms enginemen have also confirmed to me that short circuiting bars were not carried on steam locomotives. It does, however, raise the question of the logic of this policy when it is remembered that so much steam mileage was run in electrified territory.
Brian Aynsley has emailed:
When I was a passed cleaner at Guildford in the late 1950s, I spent a lot of time 'on loan' to other depot's. One of these was Stewarts lane, most of the work I did there was P&D, but on the odd occasion I did go out of the depot. I think I recall one occasion when I worked and empty train from Stewarts Lane to Cannon Street, However, I have been told that such a trip did not exist and there was no direct route between the two locations. Can anybody enlighten me on this? Could I have worked such a trip or is my memory playing tricks?
Alan Newman has replied:
Stewarts Lane did provide locomotives to work trains from both Charing Cross and Cannon Street. Indeed on 4th December 1957 34066 'Spitfire' started its fateful journey from Stewarts Lane before working the 4.56pm Cannon Street to Ramsgate - sadly in the record books as being the third worst railway accident in British railway history after Quintinshill 22nd May 1915 and Harrow and Wealdstone 8th October 1952.
Ralph Hornsby emailed:
I can think of two routes which are direct, albeit both are rather "convoluted". On departing from Stewarts Lane, run via the Chatham lines to Herne Hill, from there to Tulse Hill, from Tulse Hill run via West Norwood and Gypsy Hill to Crystal Palace, then via Sydenham and Forest Hill to New Cross Gate. At New Cross Gate, both parts of London Bridge can be reached, then onto Cannon Street. Alternatively at New Cross Gate you can get to "The Brick" if so desired. The second route is the same as the first as far as Tulse Hill, continue then as if running to Eardley Sidings, except at Streatham, run via Streatham Common to Selhurst, from there via Norwood Junction to Sydenham, then continue as before. For light engines running from Stewarts Lane to Cannon Street though, I would guess that they would have run via the Atlantic Lines from Brixton, then via Loughborough Junction and the Elephant to Blackfriars, reversing to Cannon Street from there.
Alex Halliburton emailed:
I have recently found your website and I am totally blown away by what I have read and also the excellent photos.
I myself am an ex steam railwayman although only for a short while before failing eye test resulting in a clerical post but still with a love of steam.
My shed was Dundee Tay Bridge, a long way from your territory.
Robert Churchill has emailed:
My Grandfather was a railwayman as were several of my uncles He lived south of the River in Battersea district and had the job of "Foreman of Carriages." His Name was James May Churchill. Do you know where I could find out if he worked at the Nine Elms engineering works and for what company?
Martin McGlynn has asked:
I was a fireman at Feltham in the 1960s, and was friends with a Nine Elms Fireman Les Golding. Do you have any information about Les now?
Shedmaster - we are hoping that Les, or someone who knows him will get in touch with us.
Ralph Cooper asks:
Have any of the Nine Elms drivers or fireman still got theirr 'S' key for the 1936 stock, and what was the 'S' key used for.
Alan Newman writes:
The 'S' key was used to lock the small tool box on the Pre EPB stock. The box contained the spare ribbon fuses and the Keys (Brake isolating and reverser). I never ever found a tool box locked, and on the Subs the box was used as an additional seat, or foot rest.
Martin Fenner has written:
I’m looking to built a scale model in OO scale of the Nine Elms MPD and was wondering if you can help me. Besides photos available on the web I’m finding it quite difficult to locate plans, numbers and dimensions of the various MPD items which make up the yard. Would you by any chance have or know of any detailed plans for the site? I’m currently trying to find out the following: plans/dimensions for the shed’s and coaling tower; how the coaling tower worked; location and length of all inspection pits; location of all water points; diameter of the turntable. Any help you can provide much appreciated. Of course if you know of someone that has already built a model then that of course would also be helpful!
Nigel Whitwell has replied:
Can't help regarding what you are seeking but make this one suggestion: instead of 00 gauge please consider P4 or, at least EM, 00 is so narrow gauge and the others are FAR more realistic. It might be worth your while joining the SEmG as there is a wealth of experience there regarding SR modelling and SR (and its constituents) generally.
Derek Gribble a retired railroad train dispatcher from Corona California has emailed:
Having read "Alan Dedman recollections" in the 'Memories' section, I noticed that the byline at the end said 'San Bernardino'. I just retired from 31 years on the railroad here in the USA, the last 12 spent in San Bernardino. I still live in the neighbourhood (Corona) and wondered if you might pass on my e-mail address to Mr. Dedman. I grew up in London, was an avid trainspotter of Southern Region steam and visited Nine Elms several times. I was hoping he might like to get together and we could reminisce!!
Shedmaster has since added that Alan and Derek are now in email communication. Another case of Nine Elms 'Friends Reunited' !
Nigel Fagg has sent the following note and picture:
I thought I would send you the mural which is now on the downside platform of Pokesdown Railway Station. My father Sid Fagg was a steam engine driver. His name was Sid Fagg and he was based at Bournemouth MPD and I would imagine many of the London drivers would of known him. We used to live in the Station House in Boscombe and I have fond memories of those steam engines passing by. I too worked on the railway as a secondman and knew some of the London drivers who frequented the mess room at Bournemouth. I recently met Jimmy Evans and told him of the mural and hopefully, Jim will go and see it for himself. I enjoy the photos of Rueben Hendicott who always has a roll up hanging from his mouth and what a character he was. When my father passed away, the support my family recieved from his friends on the footplate will always remain close and in particular Driver Fred Holloway, who on his trips to Bournemouth made time to visit my mother.
Wendy Lugg requests:
My grandmother was a Bedford whose grandfather, father and uncle were all blacksmiths employed at the Nine Elms and Eastleigh works as coach spring makers. Her grandfather came down from Birmingham in 1840 to St.Pancras and then moved to Nine Elms and worked there all his life. His eldest son worked there until the move to Eastleigh and then he decided to stay in London and became self employed. His youngest son worked at Nine Elms and then moved to Eastleigh and worked there until he retired. I read the account about the man who asked if there were blacksmiths at Nine Elms and my father who is 94 said there were lots of blacksmiths at both of the works, some blacksmiths did various jobs but the spring makers usually only did that as it was a skilled job. I was pleased to find your website as I am doing a famliy history about my railway ancestors and it has been very helpful.
Can you tell me if there are any pictures available of the blacksmiths sheds and a desciption of their job as a spring maker?
Ray Smith asks:
I was born in Heath Road Clapham. I am trying to gain any information on Jack Edgeworth who was a driver in the 1950/60.
Derek Drage
Richard Flann has written: I am trying to trace Derek Drage, brother of Barry Drage, ex Waterloo and is or was at Gillingham in Kent. I was with Derek when he and I were Traction Instructors at South Side Waterloo before I moved as a loco Inspector at Gillingham. Derek was a driver at Ashford in Kent. If anyone knows were Derek is now please could you get in touch.
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