The new puzzle book from the National Railway Museum in York! Have you got what it takes to travel around Britain solving these 100 train-based brainteasers, word games, number crunchers and puzzles? Escape from your home and put your puzzle-solving skills to the test with these captivating conundrums that will take you on a whirlwind ride through the nation's most extraordinary past and present railway journeys. From the first journeys of legendary locomotives such as The Flying Scotsman and the Penydarren, to record-breaking routes and trips that changed our world, this is the perfect gift for puzzle book fanatics, train and travel enthusiasts, and history buffs! Inspired by the museum's archives this book is jam-packed with a variety of puzzles, from anagrams, crosswords and wordsearches to logic and mathematical challenges. Alongside puzzles to suit all levels, each section also includes an introduction that covers the most fascinating trivia, facts and figures behind the history of our railways, written by Chris Valkoinen from the National Railway Museum's Search Engine. There's a treasure trove of puzzles to be solved - are you ready to climb aboard?

Have you ever watched wagon after wagon of a goods train thunder past and wondered where it is heading, what it is carrying, and how it works its way between the passenger services? While goods services now tend to be shrouded in anonymity, in past times they were celebrated, prominently advertised, and in many cases were the raisons d'etre for a rail route. Throughout the nineteenth and much of the twentieth century, goods trains were the lifeblood of the nation, transporting precious raw materials, construction and industrial items, and fresh produce from coastal areas and farms into the centres of bustling cities. This informative illustrated history shows how rail freight has been carried since Victorian times, and how systems have been organized, from the train itself to the sidings, railway clearing houses, goods sheds and final destinations - whether villages, towns, cities, factories or docks. It also examines the basic rolling stock of these trains, from the humble coal wagon to today's hi-tech containers.

The British Railways Pilot Scheme' orders of 1955 included ten BTH and ten NBL Type 1 locomotives, these being introduced during 1957-61 for use in East London, and on the Great Eastern and London, Tilbury & Southend lines. The BTH fleet subsequently expanded to forty-four, as a consequence of their light axle-loading and the availability of spare manufacturing capacity which BR chose to exploit in their quest to eliminate steam traction. Further construction of these two classes ceased after the fifty-four units, with preference being given to the highly reliable English Electric product which by mid-1962 had proliferated to 128 examples. The NBL fleet survived until 1968, being withdrawn after ten years of indifferent performance. The BTH locomotives followed by 1971, although four lingered on as carriage pre-heating units. Dramatic reductions in goods traffic during the 1960s/70s particularly impacted local trip and transfer freight duties, the bread and butter' work for the Type 1s, and it was inevitable that the less successful classes were retired from traffic first. This book looks at the short history of these two classes, making extensive use of archive sources, combined with the primary observations of numerous enthusiasts. Previously unpublished information, covering the introduction, appearance design and performance issues of the locomotives, form a central focus, and, allocations, works histories, storage and disposals, liveries and detail differences are covered in the same level of detail as previous volumes in the Locomotive Portfolio series.

Originally published during the early part of the twentieth century, the Cambridge Manuals of Science and Literature were designed to provide concise introductions to a broad range of topics. They were written by experts for the general reader and combined a comprehensive approach to knowledge with an emphasis on accessibility. C. Edgar Allen's The Modern Locomotive was first published in 1912. Intended as a work for non-specialists, it looks at the development, design and working of a typical early twentieth-century locomotive.

One of several Light Railways once under the control of the legendary Colonel Stephens, the KESR was closed in stages between 1954 and 1961. Part was subsequently preserved, and the contrast between the stretches left to nature and those brought back to life by the preservationists is a clear tribute to more than 25 years of progress.

This latest title in Bellcode's ever popular Railway Memories Illustrates the railways of the Northumberland coalfield as they used to be, mainly in the 1950s when it it was one of the most intensively mined regions in Britain. Both the main line railway and the colliery railways and wagonways which made up a substantial network in their own right are well illustrated along with coal shipping staiths at Blyth and much more.

The 'A4' class of Pacific locomotives, designed by Sir Nigel Gresley for the London & North Eastern Railway in the 1930s, was arguably the most distinctive type of steam locomotive built in Britain. Their streamlined design not only reflected the art deco and modernist style of the era but was also functional, enabling them to travel efficiently at high speeds. On 3 July 1938 the most famous locomotive in the class, Mallard, broke the world speed record for a steam locomotive, travelling at 126mph. This record has never been broken. A total of 35 of these beautiful locomotives were built from 1935-38. The efficiency and speed of Gresley's design ensured they continued in top link service into the BR era, particularly London-Edinburgh but also in later years on the hilly Glasgow-Aberdeen route. In 2013, to mark the 75th anniversary of Mallard's record breaking run, all six surviving A4s were gathered together in the UK for the first time since the 1960s and fittingly Bittern set a new world speed record of 93mph for a preserved steam locomotive. This is a glorious history of the construction, design and service of the 'A4s' for over 30 years with the LNER and British Railways, and an uplifting account of the career of the six remaining A4s in preservation.

Delves deep into the underbelly of the NYC subway system to reveal the tunnels and stations that might have been.
Robert A. Van Wyck, mayor of the greater city of New York, broke ground for the first subway line by City Hall on March 24, 1900. It took four years, six months, and twenty-three days to build the line from City Hall to West 145th Street in Harlem. Things rarely went that quickly ever again. TheRoutes Not Taken explores the often dramatic stories behind the unbuilt or unfinished subway lines, shedding light on a significant part of New York City's history that has been almost completely ignored until now.
Home to one of the world's largest subway systems, New York City made constant efforts to expand its underground labyrinth, efforts that were often met with unexpected obstacles: financial shortfalls, clashing agendas of mayors and borough presidents, battles with local community groups, and much more. After discovering a copy of the 1929 subway expansion map, author Joseph Raskin began his own investigation into the city's underbelly. Using research from libraries, historical societies, and transit agencies throughout the New York metropolitan area, Raskin provides a fascinating history of the Big Apple's unfinished business that until now has been only tantalizing stories retold by public-transit experts.
The Routes Not Taken sheds light on the tunnels and stations that were completed for lines that were never fulfilled: the efforts to expand the Hudson tubes into a fullfledged subway; the Flushing line, and why it never made it past Flushing; a platform underneath Brooklyn's Nevins Street station that has remained unused for more than a century; and the 2nd Avenue line long the symbol of dashed dreams deferred countless times since the original plans were presented in 1929. Raskin also reveals the figures and personalities involved, including why Fiorello LaGuardia could not grasp the importance of subway lines and why Robert Moses found them to be old and boring. By focusing on the unbuilt lines, Raskin illustrates how the existing subway system is actually a Herculean feat of countless political compromises.
Filled with illustrations of the extravagant expansion plans, The Routes Not Taken provides an enduring contribution to the transportation history of New York City.

Tom Hicks story begins when he joins the LMS straight from school and follows his early life on the railways in the 1930s, through enlistment, training as a paratrooper, wartime service, imprisonment and his return to the LMS as an engine driver. Tom volunteered for war service in 1939 and was initially placed in the military railway of the Royal Engineers. In search of adventure, he successfully applied to join the newly formed 1st Parachute Squadron of the Royal Engineers. The intensity and rigours of parachute training are described in detail, as are the comradeship and humour that came to the fore as this small 150-man unit fought throughout the Second World War as part of the 1st Parachute Brigade. The excitement of the first parachute jumps are relived together with the parachute operations in North Africa, Sicily and the Battle of Arnhem. It was here after nine days fighting with his mates falling around him that Tom was wounded and taken prisoner. Following the battle, Tom was transported in a cattle truck to Germany where he was used as forced labour in a lead mine until being liberated by the Americans in 1945. With insightful commentary from Toms son Norman, this is the story of an ordinary soldier, who was motivated by pride in his unit. It was this that would not let him leave the army when he was twice given the opportunity to return home to support the struggling railway system. Tom has recounted his experiences with a keen eye and the sense of humour that has always enabled him to triumph in the face of adversity.

WORCESTER LOCOMOTIVE SHED is the third in a series of in depth studies of Western Region motive power depots. This provincial city was a busy and fascinating rail centre with main line passenger and freight services passing through alongside local passenger and freight tripping duties that together provided an endless panorama of railway activity. The Great Western Railway had a major locomotive depot here and this book takes a detailed look at the shed, how it functioned, its locomotives and its operational duties during the latter days of steam. As well as official records valuable detail and reminiscences have been gathered from former footplate and shed staff ensuring that local custom and practice is well recorded in the story. The depot's sub-sheds at Evesham, Honeybourne, Kingham and Ledbury are also all covered in detail as well as Worcester Locomotive Works. Worcester was also home to the fondly remembered ex-GWR diesel railcars and it was their last operational base at time of final withdrawal in 1962\. Their role in the area is well covered in photographs and words. Taken together the book is both a valuable historical record and a fascinating and readable story of a large motive power depot in the latter days of steam.

The Class 47 diesel locomotive was a mainstay of British Rail, with 512 built in the 1960s. As such, they were a daily sight throughout the UK, working express passenger and heavy freight trains as well as more mundane local passenger and wagon-load freight all over Britain. For rail enthusiasts, 'bashing' emerged as the art of trying to ride behind as many locos as possible. Largely due to their prolific numbers, the 47s were often disliked by bashers and the 47s were often given the disparaging nickname 'Duffs', but to those who followed them, they were 'Brush', an abbreviation of Brush Type 4, which was how BR originally referred to them. However, as time passed and other classes of locomotive fell by the wayside, a far greater appreciation of them is now the norm. This book records 1982 to 1985 and many days spent trying to travel behind all 507 of the Class 47s that were still in traffic at that time. There were triumphs and disasters in the course of these travels, but you got to go the length and breadth of the country and the book contains a wide variety of colour photographs of Class 47s at work from Inverness to Penzance.

The birth of the railway in the early 1830's revolutionized the way the world waged war. From armored engines with swiveling guns, to the practice of track sabotage, to the construction of tracks that crossed frozen Siberian lakes, the "iron road" facilitated conflict on a scale that was previously unimaginable. It not only made armies more mobile, but widened fighting fronts and increased the power and scale of available weaponry; a deadly combination.

In "Engines of War," Christian Wolmar examines all the engagements in which the railway played a part: the Crimean War; the American Civil War; both world wars; the Korean War; and the Cold War, with its mysterious missile trains; and illustrates how the railway became a deadly weapon exploited by governments across the world.

This is a new edition of Dr EM Patterson's first volume on the history of the narrow-gauge railways of North-West Ireland, originally published in 1962. The County Donegal Railways had a route of 124 miles, five termini and three junction stations. For the most part they traversed hilly and thinly-populated country and for two generations they were a busy and efficient operation. This edition adds a valuable chapter of interviews and memories of some of the surviving workers and others who had contact with the railway. It also includes a chapter on the County Donegal Railway today (as over 50 years after closure, much can still be seen of the former network), and some additional Glover drawings of locomotive, carriage and wagon stock.

This book, to published in two parts, is dedicated to the memories of all those people who once worked for the Great Western Railway in South Wales, at Pontypool Road loco depot, the Eastern Valley and the Vale of Neath railway, as well as to those people who worked in the industries once served by the railway in those locations. In 2016, the UK coal mining industry is extinct, and the future of the steel industry is in doubt. This book serves as a reminder to future generations as to what a fantastic place the South Wales valleys once were for heavy industry and transport infrastructure, and also as a tribute to the pioneering 19th century railway builders. Local railway enthusiast Phil Williams, is a contract structural engineer in the aerospace industry. His father's uncle, Harry Miles, was a Swindon trained locomotive fitter at Pontypool Road in the 1930s. His family have interesting links to the mining industry. His great grandfather was Thomas Williams, the Colliery Engineer at Tirpentwys Colliery from before 1902 up to 1912; and then at Crumlin Valley Colliery Hafodrynys and the Glyn Pits, from 1915 until he died in 1925 aged 76.His father's great grandfather, Joseph Harper, was one of the 1890 Llanerch Colliery disaster rescue team; he worked at the British Top Pits. His father's uncle, Williams Harper was the foreman of the wagon shop at the Big Arch Talywain.

To assist the modeller, both experienced and beginners, Jeremy English presents his second instalment in this popular series continuing basically as before but with the additional emphasis on EMUs, signalling, sample layouts and lineside structures. As before, prototype plans are included as well as examples of some of the best Southern models and layouts of recent years. A wealth of photographs, in both colour and black and white, compliment what will be a 'must have' modelling title for the enthusiast.

NOTHING LIKE IT IN THE WORLD is the story of the men who built the transcontinental railroad - the investors who risked their businesses and money; the enlightened politicians who understood its importance; the engineers and surveyors who risked, and sometimes lost, their lives; and the Irish and Chinese immigrants, the defeated Confederate soldiers, and the other labourers who did the backbreaking and dangerous work on the tracks. The US government pitted two companies - the Union Pacific and the Central Pacific Railroads - against each other in a race for funding, encouraging speed over caution. Locomotives, rails and spikes were shipped from the East through Panama or around South America to the West, or lugged across the country to the Plains. In Ambrose's hands, this enterprise, with its huge expenditure of brainpower, muscle and sweat, comes vibrantly to life.

The excellent photographs of railway historian and former Senior British Medical Council Researcher B.W.L. `Ben' Brooksbank capture the twilight years of the steam railways of the Western Region. Nearly three hundred images are featured, including rare shots of the post-Nationalisation period, in an impressive hardback book. The collection includes locomotives running along trunk routes and branch lines, in stations and goods yards, and at engine depots and main workshops. Classes characteristic of the area are presented, such as: Collett's `Castle', `Hall', `Grange' and `Manor' Class 4-6- 0s, `5700' and `8750' Class 0-6-0PTs and `5101' and `6100' 2-6-2Ts, Churchward's `2800' 2-8-0s, `4200' Class 2-8-0Ts and `4300' 2-6-0s and Hawksworth's `County' Class and `Modified Hall' Class 4-6-0s and `9400' Class 0-6-0PTs. Several absorbed classes, particularly in South Wales, are seen, in addition to BR Standard designs, such as the Standard Pacifics and 9F Class 2-10-0s. The Western Region covered a wide area and some of the places included are: Totnes, Teignmouth, Dawlish, Exeter, Bristol, Salisbury, Taunton, Gloucester, Swindon, Oxford, Reading, Paddington, Old Oak Common, Southall, Birmingham, Shrewsbury, Cardiff, Newport, Swansea, Port Talbot, Llanidloes, Fishguard and Wrexham. The photographs are accompanied by informative captions highlighting details of the locomotives, the stations, sheds and locations.

M&GNJR was a Midlands to East Anglia railway linking towns and villages like a patchwork knitted together by clever business entrepreneurs. It started in the 1850s when there was intense rivalry between railway companies and two rich and powerful companies - MR and GNR - were behind the project. Joint,' added by a Special Act of Parliament in 1893, confirms this patchwork was the amalgamation of several small independent railway companies plus the MR and GNR. The company was especially interested in stealing a march on the Great Eastern Railway (GER) which believed it was the principal railway serving East Anglia. Poppyland was the nickname created for the Cromer area of the Norfolk coast by Clement Scott, an influential poet, author and drama critic of The Daily Telegraph who first visited in 1883. He claimed that . . . clean air laced with perfume of wild flowers was opiate to his tired mind.' Scott publicised his delight and many rich families, and their servants, visited too; the railway business entrepreneurs saw a growing market for their patchwork. The M&GNJR grew eastwards to Norwich, Great Yarmouth, Lowestoft and attracted passengers from the Midlands and London. The M&GNJR grew - then withered as cars, buses, overseas travel offered new holiday options. Closure came on 28 February 1959 but North Norfolk Railway - the Poppy Line - has survived as a heritage line so the Joint is not forgotten!