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  • A-Z of Preston by Keith Johnson

    An Alphabetical Adventure

    The Preston curlers getting welcome practice in 1933. (A-Z of Preston, Amberley Publishing)

    Perhaps, like myself, you are fascinated with the history of your town or city that has been shaped by generations of local folk with their vision for the future, or been affected by events nationwide or global. I was delighted when Amberley asked me to compile this A-Z of Preston enabling me to bring together significant, or simply fascinating, features of Preston's past.

    This A-Z guide of Preston, Lancashire, is all about its people, places and past times. It is an opportunity to admire the progress from the days of poverty and pestilence to the city of today. If you glimpse the Index you will soon observe it is not a definitive guide to Preston in an alphabetical or content sense, but a journey from the deep past to the present day, in the place known as 'Proud Preston'.

    The Costume Ball at the Corn Exchange, 1862. (A-Z of Preston, Amberley Publishing)

    Of course, A could have been for Arkwright or Avenham Park but it is not, although they both get a mention in the script. Likewise, C could have been for the cotton woven into Preston's history, instead that cherished industry is recalled within the letter L and the days of cotton lords, with C in my A-Z simply reserved for curling. Nor is F for Finney because Sir Tom is listed with the Knights, instead F is for the Fazackerleys who were a law unto themselves. Neither is H for Harris, but instead it is for Horology and the keeping of time in our city. R could have been for religion considering the number of churches, but instead I opted for our railways. Nor is Z for the Zoological Gardens that once graced Farringdon Park, but for the Zebra crossings we use every day.

     

     

     

    The clock of St Ignatius. (A-Z of Preston, Amberley Publishing)

    This book is not confined to the traditional constraints of an A-Z merely listing everything and everybody from a place or time. It is an attempt to put together various historical elements, tales and anecdotes, being ever aware that many events and tales have been chronicled in my previous books, along with those books published by other local authors whom I much admire. In truth, it is a collection of features that I found fascinating to discover and I hope will entertain you.

    For each letter of the alphabet there were generally many options, but I hope you find the themes chosen as interesting, quirky, or indeed, as compelling as I did. Some of the folk are almost forgotten now, but their endeavours and adventures are well worth recalling. In many cases their achievements have been amazing and enthralling, contributing much to history's rich tapestry.

    There are people who left town to seek fame and fortune, and others who lingered or dwelt here a while and left a large footprint on our streets. Adventurers, historians, illustrators, entrepreneurs, knights, lords, politicians, preachers, lawyers, law makers and law breakers all left their mark and deserve a look into their lives. The footballer, the baseball player, the pugilist and the cyclist all added to the sporting splendour of the town that is now a city.  Many of the people recalled brought forth excitement, energy and enthusiasm and shrugged off disillusion, despair and dread.

     

    George Sharples - a pioneer in Preston. (A-Z of Preston, Amberley Publishing)

    There are features about famine and feast, telegrams and telephones, umbrellas and the weather, steam trains and railway tracks, electioneering and rioting, buildings and their clocks, not forgetting those temperance pioneers dubbed the 'Seven Men of Preston' who earned the admiration of many.

    Yes, there are dancing days and nights recalled, trips to the seaside and beyond, a tale of the gold rush days, cinemas and X rated offerings, the days when royalty thought us worthy of a visit to town and the times when novelist Charles Dickens came to town.

    To plot this A-Z path through Preston's history I have taken many twists and turns and I hope you feel that I had a worthwhile and nostalgic journey that is an alphabetic adventure. This historical reflection takes us through centuries of fascination, and loiters a while in the decades of the recent past. Hopefully, the book provides a few more of the missing pieces of the jigsaw of Preston life and makes the picture a little clearly. It is apparent that the day to day achievements of our ancestors left a rich legacy and, after all, we should remember that what we create today will be history tomorrow.

    Keith Johnson's new book A-Z of Preston is available for purchase now.

  • Secret Aldershot by Paul H. Vickers

    What is ‘secret’ about the history of Aldershot? The story of Aldershot’s growth from a small, rural village to the famous ‘home of the British Army’ and a thriving town has been told in various publications, including my previous Amberley titles Aldershot’s Military Heritage, Aldershot Through Time, and Aldershot History Tour. However, within the overall narrative there are many lesser-known stories of people and events which add to the richness of Aldershot’s history and give added insights into the making of the town’s unique character.

    The promontory of Caesar's Camp, seen from Long Bottom. (Secret Aldershot, Amberley Publishing)

    The impression is sometimes given that Aldershot’s story only begins with the arrival of the Army in the mid-nineteenth century, but the area has been inhabited since ancient times. Secret Aldershot begins by delving back into early history and looking at some of the mysteries of archaeological sites such as Bat’s Hog Stye and Caesar’s Camp, the medieval village and the great landowning families, and how even tiny Aldershot was not immune from the violence of the English Civil War.

    Some of the stories revealed in the book were genuinely ‘secret’ as the files were highly classified when they were created and have only recently come into the public domain. The plans for defending the garrison against German invasion in World War Two were, of course, a wartime secret. Study of these reveals not only disagreements among generals about what were the priority area for protection but also that work on the defences progressed so slowly that they were unlikely to have been any real obstacle to an advancing invader. Equally classified were details of an underground headquarters into which the command staff would have moved in the event of attack from land or air, and how a Tunnelling Company of Royal Engineers struggled to build this in extremely difficult conditions and against a tight timetable. Moving to the Cold War era, the previously Top Secret 1960s mobilisation plans for Aldershot in the event of a nuclear world war have only recently been declassified and made available at the National Archives, and details are published for the first time in this book.

    Print of 1872 showing Fell's Aldershot railway viaduct. (Secret Aldershot, Amberley Publishing)

    There are numerous events which were notorious at the time but have since been forgotten, such as the problems with maintaining law and order for both the civilian and military authorities. Owing to sensational stories in the national press of trouble and vice in Aldershot’s many pubs, beer-halls and cheap music halls, Aldershot gained a reputation for crime, drunkenness and immorality. Notoriously, in 1861 Captain Pilkington Jackson, who was ordered by the Secretary of State for War to report on conditions in Aldershot, said the town was “inhabited principally by Publicans, Brothel Keepers, Prostitutes, Thieves and Receivers of stolen property”, which predictably caused outrage among the local citizens when this was published in the national press. Such was the reputation of Aldershot that into the story came Victorian and Edwardian moralists and campaigners who were determined to reform the town and turn soldiers away from temptation to the paths of virtue.

    The Infirmary Stables, c. 1993. (c. AMM, Secret Aldershot, Amberley Publishing)

    Despite these early scandals, Aldershot has a great deal to be proud of. It was the site of many pioneering developments. Here the first steps were taken towards military aviation, with the establishment of the Royal Engineers’ Balloon School and experiments not only with balloons but also with man-lifting kites. With the huge numbers of animals used by the nineteenth century Army, important advances were made in early veterinary science and animal welfare, and the veterinary hospital established for the care of Army horses was a “state of the art” facility. There were also some novel innovations which failed, such as John Fell’s experimental military railway of 1872, of which there is now no trace left but for a short time looked as if it could have transformed military transportation.

    Aldershot Town FC, Southern League champions, 1929-30. (c. AMM, Secret Aldershot, Amberley Publishing)

    To Aldershot’s various entertainment venues came many performers who went on to become household names, and it is amazing that in a town like Aldershot you could have seen the Beatles and Jimi Hendrix, among others. Even in the 1980s, up and coming bands played Aldershot’s West End Centre, including the Stone Roses, Pulp, Primal Scream, Happy Mondays, and many others. In the world of sport, Aldershot has seen many more famous names and sporting events than most towns of its size, with international footballers playing for Aldershot FC in the war years, the great cricketer Don Bradman and the Australian test team playing against the Army in the 1930s, and in 1948 some of the Olympic Games events were held here.

    It was very satisfying and enjoyable to write Secret Aldershot and to tell these forgotten stories, which I hope readers will find interesting, revealing or amusing.

    Paul H. Vickers' new book Secret Aldershot is available for purchase now.

  • The Count of Scotland Yard by Stephen Wade

    The Controversial Life and Cases of DCS Herbert Hannam

    Homage to the Count- at last!

    Hannam on the Prowl in Eastbourne. (c. Detective, 3 September 1956, The Count of Scotland Yard, Amberley Publishing)

    Stephen Wade explains his long-standing interest in a top detective, Bert Hannam, the subject of his new book The Count of Scotland Yard.

    Around thirty years ago, in Halifax, I became acquainted with the name ‘Emily Pye.’ It was one of those local stories which are founded on something deeply sad and violent. It was a story of murder. Emily, an old lady who kept a corner shop, had been brutally murdered on her premises. The name lodged in my mind, and years later, when I became a true crime writer and a historian of our dark and criminous past, the name was back in my orbit again, and I found out that the case had brought one of the Yard’s top sleuths: the debonair and charismatic, Bert Hannam.

    I discovered that he was known as ‘the Count of Scotland Yard’ – with reference to his looking rather like a toff. But in fact he was more than a stylish, showy character. He did not track down Emily’s killer, but his record does show that he was involved in several remarkable cases, from fraud to murder.

    DCS Hannam started life as a pastry-cook, but soon switched to a career in the police. By the Second World War he was a Detective Sergeant and he showed his flexibility by dealing with investigations into thefts in government locations and then he looked into police corruption. The beginnings of his work in murder investigation were in the immediate post-war years, and he worked with and learned from several established chief inspectors. But Hannam really became something of a celebrity when the sensational case of Dr Bodkin Adams, of Eastbourne, brought him into press reports and into the realm of the paparazzi of his day.

    Adams was charged with two murders, and the case brought to light the legal and ethical issues related to euthanasia. Here was a family doctor who only worked with the super-rich, and he was in the habit of acquiring a high level of wealthy material and pounds sterling in their wills.

    Hannam was the man who led the investigation, which took months, as he gathered evidence from a number of places, domestic and foreign. It was one of the most notorious criminal trials in British history, and he was ably aided by Detective Sergeant Charles Hewett. Adams was acquitted, but struck off by the BMA (later to be reinstated).

    The Yard as it looked around 1940. (Author's Collection, The Count of Scotland Yard, Amberley Publishing)

    As for Bert Hannam, he was soon to retire, and worked in security, but for me, he will always be the dapper man who was called in when there was big trouble.  From a writing point of view, it was an unusual biographical project, because he was a very private man, and never wanted to be in the limelight. His grandson and the son of Sergeant Hewett, was very helpful in my process of research, and although I found it hard to uncover much about the detective’s personality, I think that I did succeed in offering the reader more than a simple string of cases and court reports.

    Hannam did have many friends, and was highly respected as a tutor and mentor at the Police College; if I had to sum him up, I would define him as a man with real presence: the sort of copper we would like to have on the scene when something horrendous had happened. Writing the book made me want to uncover other detectives who have perhaps been overlooked by the biographers of crime since the war. In those post-war years, up to the 60s, ‘The Yard’ was a phrase that suggested the aristocracy of the police, and indeed, Bert does deserve to be remembered as ‘The Count’ of Scotland Yard.

    Stephen Wade's new book The Count of Scotland Yard is available for purchase now.

  • Bury St Edmunds in 50 Buildings by Martyn Taylor

    Debenhams, Charter Square. (Bury St Edmunds in 50 Buildings, Amberley Publishing)

    When I was asked to write something about this subject I thought the choice would be challenging, it wasn’t, after all the town I was born into has numerous interesting buildings; many within the medieval grid of what is most probably the oldest purposely laid out town in the country from the 11th Century. But what to start with? Well I chose to commence with Debenhams Store on The Arc, a very modern shopping centre in the town. Controversially futuristic in appearance and not very Bury St Edmunds are just some of the descriptions used by people since it was built and opened in 2009. From there the iconic Abbeygate was probably the most obvious to proceed with, it sums up the power of the Benedictine Abbey that owned and controlled Bury St Edmunds for over 500 years whilst the noble Norman Tower, its counterpart further along, is now the belfry for the Cathedral the last to be finished in the country, a triumph of modern craftsmen. Nearby is the wonderful St Marys Church, the final resting place of Queen Mary Tudor, Duchess of Suffolk the youngest sister of Henry VIII. Her subdued and under-stated tomb surprising to all, considering her status in life at one time, Queen of France. St Mary’s magnificent Angel Roof above one of the longest naves of any parish church in the country must be appreciated for the quality of its medieval workmanship, superlatives abound for what is today the Civic Church of the Town.

    Chapel of the Charnel, Great Churchyard. (Bury St Edmunds in 50 Buildings, Amberley Publishing)

    There is an eclectic mix of buildings in the book, creating lists is never ideal so I would say to potential readers consider what is within and what is without. Everyone has opinions of what is good architecture, but I have tried to get a balance of the construction of the buildings and their descriptions and some of the stories behind their occupants. The nefarious Arundel Coke who once lived in St Denys on Honey Hill is a case in point. Having lost his wealth in the greedy investment scandal known to history as ‘The South Sea Bubble’ he elicited the help of an assassin to do his dirty work, that of murdering his well-off brother-in-law, Edward Crisp. Unfortunately, it did not go as the script intended, Crisp survived the brutal attack and Coke and his accomplice, John Woodburn, ended up on the gallows.

    Public buildings are well represented, alms Houses, hotels and public houses also. One of these, The Nutshell, is the smallest in the country, as far as I am concerned there are no other contenders! Two buildings not far from each other have unusual names, Goodfellows named after four brave brothers who fought in WWI, three of whom paid the ultimate sacrifice and Notice to Quit Cottages, the origins of which I have yet to fathom out. The Great Churchyard, the scene of the murderous attempt on Edward Crisp’s life is where I finish with the 50th entrant in the book, that of The Charnel House. This consecrated bone depository from 1300 has various plaques on its exterior to The Good, Bad and Unlucky. Bartholomew Gosnold the good founder of Jamestown, Sarah Lloyd for burglarising her employer’s home with her lover and the unlucky Mary Haselton struck down by lightning whilst saying her prayers. For a town so steeped in history Bury St Edmunds punches far above its weight, the many people who come here as tourists and stroll around the beautiful Abbey Gardens are amazed and ask, “Why have we not come here before”? There is no real answer other than to say just keep coming back!

    Martyn Taylor's new book Bury St Edmunds in 50 Buildings is avialable for purchase now.

  • Secret Romsey by Ian Dickerson

    The jam factory chimney. (Courtesy of the Vine family collection, Secret Romsey, Amberley Publishing)

    Romsey is a small market town nestled on the River Test and caught roughly midway between Winchester, Salisbury and Southampton in the South of England. It may be small but it has a lot of history. Sure it’s not as old as nearby Amesbury, which is just twenty five miles or so away and dates back around five thousand years, but with an Abbey that’s been around for over a millennium there’s plenty to tell.

    And therein lies a problem for unsurprisingly in a town this age, there have been plenty of people keen to tell the town’s story, starting perhaps in the eighteenth century with Dr John Latham, who amongst other things prepared for publication seven quarto volumes on the history of Romsey Abbey. Then there’s a local history society that’s been around for over forty years and who have published numerous books on the area and aspects of its history. Was there really room for one more?

    Having lived in the town for nigh on two decades and written a number of books on various subjects I was really hoping there was. I wanted to do something to celebrate a town that my family and I love.

    The research was fun; I dug into the history books and learnt about Ethelflaeda, who used to run the town’s nunnery and stand naked in the River Test in the middle of the night reciting religious chants for hours on end…which was interesting. Then I delved into one of the local history group’s publications called ‘So drunk he must have been to Romsey’ which was a great title for what turned out to be simply a list of pubs that used to be and could still be found in the town. Not really a book, more a catalogue.

    So I picked up another one, The Story of Romsey, which tried to encapsulate three thousand years of history—yes, it started with the history of the area in 1000 BC—in, erm, seventy-six pages. Granted it mentioned the likes of Jane Wadham, a niece of Queen Jane Seymour and Henry VIII’s third wife (in case you were wondering), who was a nun at the Abbey. She married John Foster, a local priest, causing great scandal. I’m sure they’d both be bemused to discover that they both have roads named after them on a new local development, and that you can walk from one to the other in just a couple of minutes. But when trying to tell a story of that scale in just a few pages, well let’s just say it lacked narrative.

    Front page of the Daily Mirror commemorating the death of Florence Nightingale. (Secret Romsey, Amberley Publishing)

    We even went on a tour of the town given by one of the leading lights of the historical society. It was interesting enough but only after the event did I realise what bugged me about it; it was all about the buildings, the river and their respective histories. It wasn’t about the people. We met in the town centre, under a statue of Lord Palmerston, a nineteenth century British Prime Minister who was born and indeed died at Broadlands, a stately home on the outskirts of the town. He didn’t get a single mention in what was quite a lengthy talk.

    I realised that was it; the crux of my book and what was missing from the talk; the secret Romsey was the people and the community. Sure, buildings play a part, after all they don’t just build themselves. But it’s the people who live in them, the people who make them what they are.

    So with renewed focus I set about my work and I discovered more stories about the people of Romsey; poor Mrs Arter, a dung collector in the early 19th century who drowned when she dropped her kettle in a local stream and tried to rescue it; Arthur Gregory who was hauled into court for exceeding the five mile an hour speed limit with a 12 ton steam engine; and more well-known local folk like Florence Nightingale, David Frost and the Rev. W.E Awdry.

    And I spoke to people, many of whom had lived in Romsey all their life. One mentioned the smell of warm strawberry jam that would creep through the town on a summer’s day thanks to the jam factory that was on the main thoroughfare. Another mentioned how the community came together to build a boat for the boy’s brigade and yet another, well, she was the widow of the town’s newspaper editor for many years and boy did she have some stories. And some photos—many of which she was kind enough to let me use in the book.

    I learnt a lot about my home town in writing this book. Hopefully readers will too!

    Ian Dickerson's new book Secret Romsey is available for purchase now.

  • Mercia: The Rise and Fall of a Kingdom by Annie Whitehead

    Escomb Church (Mercia, Amberley Publishing)

    In Search of the Mercians

    Writing an account of the history of Mercia from c. 605 to 1071 was not without its challenges. The primary sources are scant, often contradictory, and many were lost during the upheaval of the Viking raids. But it is possible to piece together the story of the ancient kingdom through careful examination of the sources. Anglo-Saxon England is a long way from us, however, not just in terms of time, but because a distinct line was drawn with the Norman conquest of 1066.

    This marker is most obvious when one looks at the landscape of England, for with the Normans came the castles, the rebuilt churches; the wooden halls and smaller Saxon churches disappeared in the main. Visiting locations with a palpable connection to Anglo-Saxon England is perhaps the biggest obstacle to the historian.

    But it is still possible.

    Repton, St Wystan's (Wigstan) Church - the crypt which housed the remains of Æthelbald, Wiglaf and Wigstan. (Mercia, Amberley Publishing)

    For a stunning example of a Saxon Church, one need look no further than Escomb in County Durham. Built of stone, it probably dates to the late seventh century. Why did it survive? It is thought that the Prince Bishops of Durham were not interested in building a bigger/better church in such a tiny village. In other words, it has probably – ironically – survived because of a lack of interest. The bishops of Durham, whose official residence is still at Auckland Castle in Bishop Auckland, became virtually autonomous and wielded extraordinary power. Little Escomb Church was in all likelihood a beneficiary, in a strange way, of their almost regal status.

    Escomb is a delight, but it doesn’t have the connections to the people about whom I’ve written. Luckily there are such places, and one of these is St Mary’s at Deerhurst in Gloucestershire. It is not a ruin, nor a shell, but a working church where services have been held since Anglo-Saxon times. It retains many of the original Saxon features. Another such place is the Anglo-Saxon crypt in St Wystan’s Church at Repton in Derbyshire.

    Repton had strong associations with the royal family of Mercia.

    Saint Guthlac, who was said to be related to the royal family, began his monastic life there and King Æthelbald, who had been a friend of Guthlac’s, was buried at Repton. A later king, Wiglaf, was buried there, too, but the church is named after his grandson, Wigstan, or Wystan. He was allegedly murdered during a dynastic dispute and he was said to have been buried in the tomb of his grandfather. The original crypt is still intact and can be visited. It was built in the first half of the eighth century, during the reign of Æthelbald. Standing here, one feels very much closer to history, knowing that there is no ‘possibly, maybe’. These kings, or at the very least their bones, were interred here.

    The remains of St Oswald's Priory, Gloucester, the burial place of Æthelred and Æthelflæd, Lord and Lady of the Mercians. (Mercia, Amberley Publishing)

    At Repton, too, there is a Viking burial ground. It is still being investigated and new findings were published whilst I was writing the book. The archaeologists are now reasonably certain that the burial pit dates to the time of the Viking occupation in the 870s, when Burgred, king of Mercia, was driven out of the country.

    But perhaps the place where I felt closest of all to my subjects was in Gloucester. A short walk from the cathedral are the remains of St Oswald’s Priory. Originally this priory was dedicated to St Peter, but the name was changed when the relics of St Oswald were translated there from Bardney in Lincolnshire. They were moved on the instruction of Æthelflæd, Lady of the Mercians and she was buried at the priory, as was her husband, Æthelred, Lord of the Mercians.

    Æthelflæd is something of an anomaly; one of the very few women to lead an Anglo-Saxon kingdom, she was the daughter of Alfred the Great, and yet she was never a queen. The only time she is given this title is in the Irish and Welsh annals; some of the English annals hardly mention her at all. Yet she was instrumental in the fight against the Viking invaders, building fortified towns in strategic areas which enabled the English to arrest the incursions and ultimately to force the invaders into submission. Shortly before her death, she was approached by the men of York who sought her protection and assistance against the Norse raiders too.

    Æthelbald, Wiglaf, Wigstan, Æthelflæd and Æthelred: all feature prominently in the new book, and whilst many Mercians I’ve written about have statues to commemorate them – Cenwulf, Godiva, Wulfrun, and Æthelflæd too – I’m pleased that I was also able to visit locations which brought me closer to the real people.

    Annie Whitehead's new book Mercia: The Rise and Fall of a Kingdom is available for purchase now.

  • East London Buses: 1990s by Malcolm Batten

    The western terminus of East London's route 15 at Ladbroke Grove was changed to serve a new Sainsbury's store, opposite which East London's RML2709 stands on 25 March 1991. Note the route branding posters either side of the blind box. (East London Buses: 1990s, Amberley Publishing)

    The 1980s had seen profound changes in the way bus services were provided in Greater London. At the start of the decade nationalised London Transport had held a virtual monopoly on bus services wholly within the Greater London Area, as well as running the London Underground. They had been even larger before 1970, when the country area and Green Line express services were hived off to the new National Bus Company. But in 1984 London Transport was taken from under the control of the Greater London Council (which was to be abolished) and replaced by a new body London Regional Transport. Then from 1 April 1985 a new wholly owned subsidiary, London Buses Ltd, took on the operation of buses. The monopoly was to disappear, as under the 1985 Transport Act, the old system of route licensing was replaced by allowing open competition on commercially registered routes and competitive tendering elsewhere. London was spared competition but LRT was required to put routes out to competitive tender. In April 1989 London Buses was split into eleven regional operating units, plus London Coaches who ran the sightseeing operation.

    The 1990s were not going to be quieter! Route tendering would continue and be extended to all routes. The London Buses operating units could compete for these (including cross-border routes tendered by the counties adjoining London) but more profound change was coming for in 1994 as a process of privatisation of the operating companies took place. First to be privatised was London Coaches but all had been sold within a year. It was the intention that no one purchaser should be able to buy adjacent operating districts. East London was acquired by the Stagecoach Group. Their origin began ten years earlier in Scotland, but since then they had expanded rapidly, buying up former National Bus Company fleets and municipal operators, mainly in northern England. Stagecoach also took Selkent, which was adjacent but on the south side of the Thames. With only one route through Blackwall Tunnel and one through Rotherhithe Tunnel to connect them, this was not seen as posing a problem. The new owner of Leaside District, to the north and west of East London was an already familiar name – that of Cowie, the parent company of Grey-Green. They also took South London.

    Captial Citybus gained a major increase in their operations when they were awarded the contracts for several routes in the Walthamstow area in 1991 at the expense of London Forest, following their strike. (East London Buses: 1990s, Amberley Publishing)

    It should be noted that Forest District had been wound up before privatisation started. Following a two week strike over proposed pay cuts of c18% in order to win tenders in 1991, it ceased operating in November that year. Leyton garage and its vehicles were transferred to East London. Hackney passed to Leaside, while Walthamstow and Ash Grove garages were closed – Walthamstow lost its routes as the tenders it would have won were relocated to other companies.

    Major national bus-owning groups were emerging by the end of the decade, as a result of takeovers and selling-on of the former National Bus Company fleets, some of which had initially gone to management buy-outs. Stagecoach was one, Arriva was another, taking over the Cowie group of companies, and First Group were a third, acquiring the Badgerline owned companies such as Eastern National and Thamesway. All of these groups would eventually acquire one or more of the former London Buses districts.

    RMC1461 was restored to original appearance and Green Line livery in 1994. Although painted primarily for display purposes, it still saw use on the 15, as here at Paddington on 23 August 1995. When the route eventually lost its Routemasters in 2003, RMC1461 was donated to Cobham Bus Musem. (East London Buses: 1990s, Amberley Publishing)

    London Regional Transport was replaced by a new body London Transport Buses who would now administer route tendering amongst other things. One stipulation by them in 1994 was that buses on routes entering Central London must maintain an 80 per cent red livery. This was the beginning of the end for the variety of liveries that had sprung up since the start of route tendering. The variety would continue however in outer London. Several of the existing small fleets running tendered services were swallowed up by their bigger neighbours but LRT and LTB in turn encouraged new small firms to apply for contracts, sometimes with disastrous results when they got into financial difficulties.

    Vehicle-wise, the 1990s were especially noted for the rise and rise of the Dennis Dart single–deck model which soon became the mainstay of many fleets, and replacing many of minibus types which had typified 1980s thinking. The traditional London Routemaster seemed safe, as it had been decided to retain these on twenty-five trunk routes into central London. A refurbishment programme had begun from 1992 to extend their lives by up to ten years.

    In the latter half of the decade, accessibility became the watchword following the passing of the Disability Discrimination Act 1995. Low floor single deck buses with wheelchair and buggy access began to enter service. Upton Park’s route 101 was one of those selected for the first conversions. Soon such vehicles entered service in bulk, replacing earlier Darts amongst the other types to go. In late 1998, the first wheelchair accessible double-deckers entered service on Arriva’s East London route 242. By the end of 1999 there were over 500 running in Greater London, and the 1000 mark had been reached before the end of year 2000.

    Malcolm Batten's new book East London Buses: 1990s is avialable for purchase now.

  • Electric Locomotives on Scottish Railways by Colin J. Howat

    No. 90001 (HQ) at Glasgow Central with a dynamometer coach. This was a special coach used by BR to record track alignment and provide various other technical information mainly for the benefit of the civil engineers. Taken March 1988. (Electric Locomotives on Scottish Railways, Amberley Publishing)

    Electric Locomotives on Scottish Railways covers virtually the whole of the electrified network across Scotland. The first electrification took place on the north side of Glasgow from 1960 when the Airdrie to Helensburgh line and branches in between were done. This was followed closely by the Glasgow South side when electrification spread to the Cathcart Circle, Neilston and Newton areas in 1962. In 1967, the lines between Glasgow Central and Gourock along with the Wemyss Bay branch were added to the system. Progress throughout the Central Scotland area has been steady since with now approximately 40% of the whole network now electrified. This book covers electric locomotives from humble Class 81s up to and including Class 92s with images from 1974 until the present day. I have also included shots of the APT (Class 370) and Virgin Class 390s (Pendolino) as they show the further development of the original AC locomotives. Technically the APT and Virgin Pendolinos are electric multiple units but I have included them as most people regard them as electric locomotives within a powered unit.

    No. 92031 (CE) “Schiller” stabled at Ayr Depot. This was an open day organised by EWS for staff and friends. This loco is still active with DB Cargo. Taken April 2002. (Electric Locomotives on Scottish Railways, Amberley Publishing)

    The AC electric locomotive fleets are not among the most popular to have operated over Scottish metals. The 100 strong first generation of AC electric locomotives came from five construction groups. All were built to a common design theme stipulated by the British Transport Commision (BTC) design panel. Originally classified as AL1 – AL5, the fleets were later classified 81-85 and were the backbone of the modernised electric Scottish routes until AL6 (Class 86) locomotives emerged in the mid-1960s. The first generation fleets were not without operational problems and I feel if it had not been for the extension of the WCML electrification to Glasgow Central in 1974, some would certainly have been withdrawn much earlier than they were.

    The UK government gave the go ahead for the electrification of the WCML from Preston to Glasgow Central in 1970 and this was completed in 1973 with services between Glasgow Central and London Euston commencing from May 1974. In conjunction with this, the Hamilton Circle line from Newton and the Belshill route to/from Motherwell were also electrified. Next on the list was the Argyle Line between Kelvinhaugh Junction in the west and Rutherglen Central Junction in the east which allowed through running of trains between the south and north side of Glasgow. This also included a small spur at Rutherglen West Junction which allowed trains direct access from the Argyle Line to the WCML and thence direct access to/from Shields Depot.

    No. 86438 (WN) at Glasgow Central having just arrived with the overnight postal from London Euston. This loco is still employed by Freightliner. Taken February 1990. (Electric Locomotives on Scottish Railways, Amberley Publishing)

    In 1986 the Ayrshire area was added to the electrified network when the overheads were extended from Paisley Gilmour Street to Ayr, Largs and Ardrossan Harbour. However, in one of the more short sighted decisions made by BR and Strathclyde PTE, the track bed beyond Paisley Canal was lifted and houses allowed to be built on it. This has made it virtually impossible to re-open services to/from Kilmacolm. However, given the amount of houses that were compulsory purchased for the re-opening of the Waverley route to Tweedbank, nothing is impossible. Other parts of the Scottish network added in have been the Whifflet spur which allows trains to run from Motherwell onto the North Electric system. This was used extensively from December 1994 until December 1995 after the Argyle Line was shut due to severe flooding. The Larkhall branch was added in 2005 and the R&C line from Rutherglen to Whifflet via Mount Vernon was also electrified in 2014. The E&G line between Glasgow Queen Street and Edinburgh was finally opened up for electrics in December 2017. On the East Coast main line, the Edinburgh to Berwick-upon-Tweed line was electrified in 1989. This included the North Berwick Branch and in 1991 the line between Midcalder Jn and Carstairs was electrified allowing GNER trains from London Kings Cross direct access to Glasgow Central. Photographing electrics can be a challenge particularly from high locations as the overhead equipment creates obstructions which in turn affects focusing. Most of the shots in this book are taken from ground level. Some modern electric locomotives are so silent that they are literally on top of you before you know where you are particularly during windy conditions.

    Colin J. Howat's new book Electric Locomotives on Scottish Railways is avialable for purchase now.

  • Saltdean From Old Photographs by Douglas d'Enno

    This postcard shows how Saltdean Bay would have looked early in the twentieth century. The only dwellings are the coastguard cottages put up in 1834. Sadly, the sea claimed four young lives here on 4 August 1912. All the boys were members of the Gonville and Caius College Mission, Battersea, and were camped at the time nearby Rottingdean. (Saltdean From Old Photographs, Amberley Publishing)

    I’m a local author and it has been 33 years since I wrote my comprehensive history of Saltdean. Long out of print, the book is hard to find and can command a high price. Fortunately, I have continued to build up my collection of cuttings, articles and photographs of the area and have presented the finest images from my collection in my new book, Saltdean from Old Photographs. The pictures displayed number some 240 and, despite the title of the book, some carefully selected very recent images have also been included.

    This fascinating volume has been structured to reflect the development of this seaside suburb over the last century, with the emphasis, not unexpectedly, on the inter-war years. In the earlier part of the book, there is a brief pictorial survey of Saltdean as a remote and sometimes forbidding location. This corner of Sussex has been a graveyard of ships down the years while the desolate foreshore was attractive to smugglers. As in more recent times, swimming was enjoyed by occasional visitors although the year 1912 saw the tragic drowning or four young men from a Mission Church in Battersea. Inland, hunting was enjoyed, as was target practice by members of Rudyard Kipling's Rifle Club.

    When resident in Rottinghdean from 1897 to 1902, Rudyard Kipling founded the village rifle club, believing it to be in the national interest that young men should learn to be competent shots. It was established during 'Black Week' in December 1899, when the British Army suffered many casualties in the Second Anglo-Boer War. The club was registered with the National Rifle Association in 1900 and was listed as having fifty-eight members. (Saltdean From Old Photographs, Amberley Publishing)

    For centuries, the land was farmed from Rottingdean. Indeed, the handful of buildings in the area other than coastguard dwellings were a couple of stone cottages and three barns, two of which have survived following skilful conversion into a nursery school and a private dwelling respectively.

    One page rightly focuses on the founder of Peacehaven and Saltdean as we know them today, namely Charles Neville. Interesting new information has come to light concerning his family and commercial activities. It was through his entrepreneurial drive that the two buildings for which Saltdean is best known, namely the Lido and Ocean Hotel, came into being. Of course virtually all the residential development in the area was the work of his hand.

    In one section, the spotlight is cast on the war years, when both those buildings were put to good use.

    In the decades which followed, the community now familiar to us gradually developed. A number of dramatic images also depict events in this area, such as the overwhelming snowfall in 1966 and the damage wrought by the Great Gale of 1987.

    Celebrities are also rightly included; among their number were George Robey, Max Wall, Will Fyffe and GH Elliott. A surprising story is the death (almost certainly suicide) in Nutley Avenue of the ex-Duchess of Leinster in the 1930s.

    The book ends on an optimistic note, with the restoration – for the second time – of the downland memorial Harvey's Cross in July of this year. From its beautiful location, much of West Saltdean, with the sea beyond, can be seen.

    Douglas d'Enno's new book Saltdean From Old Photographs is avialable for purchase now.

  • Die-cast Aircraft by Paul Brent Adams

    German aircraft of the First World War often carried very elaborate personal markings, such as those on this Model Power Fokker D.VII fighter. The artwork is different on each side of the fuselage. (Author's collection, Die-Cast Aircraft, Amberley Publishing)

    My interest in aviation began in the early 1970s with the 'Biggles' books by Captain W.E. Johns, himself a pilot in the First World War. I soon began building kits of the various aircraft mentioned in the stories. Then came my first efforts at writing, mostly about model aircraft. Once I began collecting diecasts in the 1990s, a few diecast aeroplanes also joined my miniature air fleet.

    People who collect real aircraft have a problem (other than the cost of real aeroplanes) which model enthusiasts do not have to worry about: even a small fighter plane is not going to fit into a normal-sized house. Model aircraft, being much smaller, are far more practical.

    This RAF Hawker Tempest of the Second World War is a partwork model. The code letters on the fuselage side identify the squadron flying the aircraft. The model has a display stand, but no undercarriage. (Author's collection, Die-Cast Aircraft, Amberley Publishing)

    Model aircraft generally come in two forms: build-it-yourself kits; or complete models, in a variety of materials, including die-cast metal. Die-casts have been made for over a hundred years. Initially, they were mainly all-metal, but since the 1950s plastic has often been used for the smaller details. Plastic is in no way an inferior material to metal: it has allowed models to be given clear canopies and windows, previously these had often been depicted with silver paint.

    Most of the companies making die-cast models have concentrated on road vehicles, but several have also had extensive model aircraft ranges. Early models were all made as toys for children, but in recent years more highly detailed, and therefore expensive, models aimed at adult collectors have been produced by several specialist firms. There have also been several ranges of partwork models, which offer high quality models at very reasonable prices, along with a magazine giving background information on the real aircraft. Models aimed at collectors tend to be made to a limited number of well established scales; while toys are often made to fit inside a standard-sized box, so the scales can vary considerably.

    Corgi Showcase model of a Hawk jet trainer belonging to the RAF Red Arrows aerobatic team. The canopy is black, and there is no interior detail. All Showcase models come with a display stand, but no undercarriage. (Author's collection, Die-Cast Aircraft, Amberley Publishing)

    There are two ways to look at these models. Aviation enthusiasts are likely to collect examples that show the history and development of the aircraft the models are based on. Others might be more interested in the design of the toys themselves, and the ingenuity of the toy makers. Each company tended to have its own style of model making, which developed over the years.

    Among the British companies, Dinky issued their first aircraft models in 1934, with their last new releases appearing in 1975. In the years just after the Second World War, there were a number of small companies producing die-casts, including aircraft, but most would eventually disappear, unable to compete with the quality of Dinky. Corgi produced a model of the supersonic Concorde in 1969, and a few helicopters in the 1970s, but did not get serious about aircraft models until 1998 when the Aviation Archive series was launched. Matchbox began producing the Skybusters line in 1973, and these are still being produced today. More recently Oxford Diecast have made a growing range of aircraft models. Most European countries have had at least one or two makers of die-casts, and many of these have also produced model aircraft; as have various American firms. There are now a number of companies in the Far East making aircraft. This means that there is a vast range of both new and vintage models to be collected.

    The Douglas DC-3 airliner of the 1930s, from the Corgi Showcase range. All the windows are printed. Larger versions of the DC-3 and its military counterparts are included in the Aviation Archive series. (Author's collection, Die-Cast Aircraft, Amberley Publishing)

    Among the easiest ranges to find today are the Matchbox Skybusters, and the Corgi Showcase line. Neither series is expensive, and is a good starting point for a collection. As the models are fairly small, they do not take up a lot of space. These two lines also show the difference between toys, made to be played with; and models, which are intended more for display. Current releases can be found in toy and model shops, while older models can be picked up at collectors' fairs. Unlike the internet, fairs give you a chance to actually examine the models before buying.

    Dating from the 1970s, the Skybusters range comprised a mix of military and civil aircraft, from the Second World War onwards. There were also a few fantasy designs, and these now dominate the range, but a number of more realistic models are still available. The Skybusters are intended as toys, and scales vary. All have a fixed undercarriage, usually with rather over-sized wheels. Propeller driven aircraft and helicopters have revolving propellers or rotors, but there are usually no other working features. The models can be a little chunky, as they need to be sturdy, but every aircraft is recognizable. The colour schemes range from reasonably accurate, to completely fictitious.

    The Matchbox Skybusters series includes both civil and military aircraft. The twin-engined Cessna 402 is on a 1970s style card, while the General Dynamics F-16A fighter is on a 1980s card. (Author's collection, Die-Cast Aircraft, Amberley Publishing)

    The Corgi Showcase series includes both vehicles and aircraft, made to a variety of scales. All the aircraft have a display stand, but no undercarriage (unless the real aircraft had a fixed undercarriage). There are no working features, other than the usual revolving propellers and rotors. Canopies and windows are often painted blue, black, or silver, just like in the old days before clear plastic. Colours and markings are highly accurate, and detailed. These are much finer models than the Matchbox Skybusters, but are more delicate. They are display models rather than toys to be played with. Showcase models are smaller than their Aviation Archive counterparts - some aircraft types are available in both ranges so collectors have a choice.

    Over the years both Skybusters and Showcase models have been issued in boxes, usually with a clear plastic window so you can see the contents; or in clear plastic blisters glued to a backing card. Some of the models have also been released in sets.

    Paul Brent Adams' new book Die-cast Aircraft is available for purchase now.

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