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The initial directors of the light railway were also the directors of two related Black Country iron companies, T & I Bradley Ltd. Stephens's office in Tonbridge proceeded to draw up plans and initially it seemed that he wished to tackle the principal problem of building the railway, that of surmounting the 300 foot high scarp, by starting at Fenny Compton and proceeding diagonally up the slope to lessen the gradients, a proceeding planned for several of his projects notably the Headcorn – Maidstone line.
The resulting proposal was a most unlikely railway for Stephens ; 11 ? miles of railway, including a triangular junction with the SMJR at Burton Dassett and after two miles a rope-worked incline followed by three branches serving different parts of the ore field.
The SMJR would have running powers from Burton Dassett to the foot of a cable-worked incline (just over two miles) and passengers might be carried over this portion.
The two Brighton 'Terriers' were purchased from the LB&SCR to work the low-level line, No 1 (an A1X, No 673, formerly named Deptford), in April 1919, and No 2 (an un-rebuilt Al class, No 674, formerly named Shadwell) in July 1920.
Construction of the Edge Hill Light Railway (which had by now become a subsidiary of the Banbury Ironstone Co. During construction some limited traffic had developed when the incline was finished in summer 1922, as the ground through which construction was taking place at the top of the ridge was usable ironstone under a light overburden. Resurrection of the line was considered early in WW2 but, probably rightly, the Oxfordshire Ironstone line was considered adequate to serve the area. A set of photos was taken of the line in early 1942 and although there are some changes since the report and rail removal had started it is a useful record taken before most was swept away leaving only the more familiar dumped locomotives and other stock. The Edge Hill had been a dead duck of a railway from inception but its brief association with Stephens, its almost unique light railway status and the apparently inexplicable retention of derelict ex main-line engines through 25 years of disuse proved an irresistible draw for railway enthusiasts and its legend lives on. In 1942, perhaps as an intellectual exercise to clear his mind, the WC&P’s last Receiver, Henry Edward Fulford, set down on paper his recall of the circumstances surrounding the shut down of the line. A Short History of the Bere Alston and Calstock Light Railway (Plymouth and South Western Junction Railway). The Snailbeach District Railways, originally envisaged as a public railway, had evolved, because of lack of capital, as a 2’3 ?’’ narrow gauge mineral railway. Brian Janes has put together this article tracing the history of the railway from its opening in 1869, Stephen's involvement to upgrade the line for passenger traffic through to its closure. The late Ken Clark spent many years researching the Rye and Camber Tramway with the intention of publishing a book that was never published.
These reminiscences by Humphrey Brandram-Jones first appeared back in 1976 in The Tenterden Terrier, The House Magazine of the Kent & East Sussex Railway. Much of this edited report by Stephen Garrett originally appeared in the Tenterden Terrier. In 1942, perhaps as an intellectual exercise to clear his mind, the WC&P’s last Receiver, Henry Edward Fulford, set down on paper his recall of the circumstances surrounding the shut down of the line. On the 18th June 19401 the last train of the Weston, Cleveland and Portishead Railway started on its last journey.
The outbreak of war followed by the death of the petitioner5 in the proceedings referred to (to whom no successor could be found) marked the final stage of the history of the line. The final two months of the last managerial period were reserved (In the event of a negative choice as to continuance) for the performance of the last public service the line could render.
In the event of an affirmative choice as to continuance the final two months were reserved (after a suitable modification of the notice to shut down) for the conclusion of an agreement as to the passing over of the line followed always with the period of four months by the cesser (sic) of the exercise of managerial functions by the receiver.
Before the period of two months had elapsed, the GWR and the Ministry both decided against continuance.
It may be claimed with some confidence that the foregoing record shows a continuous regard for every public interest. The Receiver acceded to the application and thereupon ceased to exercise his managerial powers. In May 1939 the Railway Executive Committee (REC), behind closed doors, were considering what minor railways should be included amongst those to be brought under government control in time of war. Meanwhile the Urban District Council of Clevedon (although they had long wanted to see the closing down of the light railway, mainly to abolish a large number of level crossings) called for retention as it was not an appropriate time for the railway to cease operation.
By 23rd February 1940 officials had, in their painstaking way, thoroughly reviewed the situation and on 19th April were writing to the REC seeking a change of view and asking whether they would consult with the GWR as to the possibility of assuming responsibility for the operation of the line. The Ministry was now in a vice of its own making, as they now appreciated the financial position (which they had not when taking the control decision) and were under pressure from local interests, but were powerless in the face of the opposition of those running the country’s railways, the REC. The Minister of Transport was of course continuing to try to keep the railway operating but on 30th  April , the day after they had finally written to the REC, Fulford wrote to them that he was intending to dismantle the line ‘in the national interest’. Now the prospect of dismantling a potentially useful Railway in wartime was too much for many to stomach, and the War Office jumped in saying it wanted it as a railway training centre.
The GWR came under pressure to clear up the mess left by the withdrawal of the Receiver and closure and so, in a legally very dubious transaction, paid the Receiver ?10,000 for the railway’s materials, including rolling stock on the line. The WC&P had in the end closed with a whimper in deepest wartime conditions and was dismantled under extremely dubious legal circumstances. Like many of Stephens’s projects this line has ancient roots, but it is unique for him in being a reconstruction and extension of a narrow gauge line. Success attracted the attention of others and proposals were made to connect the railway with the national system but the decline in the mineral prosperity of the area dampened this initial enthusiasm. It was part of the parliamentary bargain that the Plymouth Company should acquire the Cornwall Minerals Railway and connect it to the standard gauge passenger line. Whilst all this was going on preparations were proceeding to plan and construct the new line and adapt the ECMR. There is some division of opinion about the extent of Stephens’ involvement in construction and engineering design of the new railway and the conversion of the old. The line structure that has attracted most interest was the magnificent twelve-arched viaduct at Calstock and its steam-driven, vertical wagon hoist that was built at the Calstock side of the viaduct to lower wagons to the ECMR's terminal quay.
The LSWR refused to work the new branch, so Stephens was asked in October 1905 to obtain some second hand LSWR engines, the Board even deciding at their following meeting on the three names to be used (all directors). By December 1907 all the trackwork was laid, but the stations at Calstock and Gunnislake were not complete. The branch opened on 2 March 1908, with stations at Calstock, Gunnislake, Latchley, Stoke Climsland (later renamed Luckett) and Callington Road (later renamed Callington, despite being a good mile from the village). There was now considerable local pressure for the railway to be extended from Kelly Bray to Callington proper, but the company would only undertake this if the land were given free. It isn’t the hardest part about one of the most creative parts of teds woodworking plans kids is that you can see more trouble for woodworking projects discussion groups?
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Initially promoted as the Edge Hill District Minerals Light Railways, the driving force behind the proposal seems to have been the proprietors of the Stratford on Avon and Midland Junction Railway who saw it as a means of increasing traffic on their railway. However this was soon scotched on the grounds of cost, and probably more importantly that the railway could connect directly not only with the SMJ but also the main GWR line. Stephens gave evidence at a public enquiry by the Light Railway Commissioners, held at Banbury town hall on 8 and 16 November 1917. A high-level line from the summit of the incline to the quarries would be for mineral traffic only. Perhaps the promoters were merely using his skills with the procedures of obtaining an LRO rather than wishing to take advantage of his management expertise, although many see his influence in the acquisition of the two Terrier engines (which arrived in 1919 and 1920) and the only other mainline rolling stock, two ex GER ex Army brake vans. The Edge Hill had no engine shed, though strangely there was a turntable at the junction, and the engines were serviced and largely kept at the SMJR's Stratford-upon-Avon locomotive shed, under a 'gentlemen's agreement', facilitated by the two companies' shared chief officers.
Ltd.) began sometime in 1919, with the expectation that that it would be feeding traffic to the SMJR by the end of the year. This traffic was assessed in later years by a former engine driver, Mr H Green, to have been about 180 tons, or three 60 ton trains, a day.


The railway started from a small yard (that had previously been used for other ironstone workings) adjacent to the SMJ's Burton Dassett platform (a station that was never recorded in public timetables) , on the Banbury to Warwick Road ( the B4100 ) It then proceeded on slight gradients for some 2? miles to a fan of sorting sidings at the foot of the 1 in 6 cable worked incline. On Tuesday 10 October 1922 a directors' inspection took place in connection with the incline mechanisms.
Some small scale activity seems to have taken place later as the Burton Dassett yard foreman's book records a load of ore on 27th January 1925, but in effect commercial traffic ceased in 1922.
Then came the coup de gras; the lower part of the line was requisitioned in autumn for the construction of a vast ordnance depot, now called Long Marston.
It describes a largely completed railway in its bottom section, though vegetation was getting out of hand and 50% of the sleepers needed replacement; but at the top it was a construction site complete with workmen's huts.
These were finally cleared away with the renewed demand for scrap that swept the bankrupt nation after WW2 and were all cut up by James Friswell and Son of Banbury over spring and summer 1946. The owners, claiming they wished to take advantage of the boom in UK ironstone production during the 1950s, sought compensation from the MoD to reinstate the bottom end of the line via a deviation. These passed, with other papers from the Excess Insurance Co, via a house loft to the Colonel Stephens Museum.
However he published articles and gave many talks the text of which is held together with his extensive correspondence in the Museums Archive.
These passed, with other papers from the Excess Insurance Co, via a house loft to the Colonel Stephens Museum. For some thirty years the line had [whilst in receivership- Ed] performed a modest but conspicuous public service. Austen, who for 8 years held the position of Engineer and Manager, a gentleman of great business capacity who spared no efforts in his endeavours to preserve its life.
The receivership could not in the circumstances be continued and after a period of some seven months during which the great neighbour the GWR and the Ministry of Transport were fully and continuously apprised of the position, the receiver caused a party attending the proceedings to apply to the Court for a time limit to be fixed for the exercise of the managerial powers of the receiver. The large quantities of rails sleepers and other materials were of Incalculable value to the national effort.
During the currency of the notice to close down the closest touch was kept both with the Ministry and the GWR. The distinction between an application that the Receiver should cease to operate within a certain period and an application that he should so cease at its expiration was in the circumstances a very material one.
The dismantling of the line was imminent when as a consequence of the collapse of France possession of it became urgently necessary to the GWR for purposes of national defence - not indeed that it might be operated for passengers and goods - but for other purposes. He acquired (I believe in the course of a half-hour meeting) the rights of all the creditors of the railway company, of all the stockholders, and of all the shareholders (except a parcel of shares which cannot be traced and are of no value.) He then asked the Receiver through the solicitor to the GWR for possession of the line with all its rolling and other stock at midnight on the [ omission in original -Ed] 1940. The sanction of the Court could not indeed be sought for the Court had no jurisdiction to give it. Following the building of the Portishead extension the railway had fallen into Receivership in 1909, and the railway's debts were gradually concentrated in the hands of the Excess Insurance Company; in particular it’s Founder and Managing Director Mr. With war looming H Austen, as Stephens’s successor, was getting worried about the potential loss of passenger traffic when Black Rock quarries suddenly withdrew their business transferring to road from early in 1939. They subsequently articulated their key criteria as: (1) Can a railway continue to run if it is not controlled? Austen explained that it was only a question of meeting running costs; there were some 25 men employed, and they were receiving wages something less than the National Agreement. Further the REC was backed by the Regional Transport Commissioner (a crucial wartime post) who advised that the value of the line for passenger services was negligible, that no extensive traffic was carried from the Weston and Clevedon ends of the railway; and that the closing of the railway would not adversely affect transport. For a whole month it looked like the Railway was to be turned over to the Army, but the imminent fall of France in late May changed all that.
The Great Western finalised this transaction on 22 June but its General Manager, Milne, continued to be concerned about the legal position and questioned what the Great Western had bought. After a period when no wagons were stored the railway authorities were saying in September 1941 the railway was no longer needed for storage.
They in turn were still dithering about whether a section should be retained for the quarry traffic, for they were under pressure from the Council, who wanted the Black Rock Quarry traffic back on rails. However, but for a few finely balanced decisions, it might have been taken over by the government, or even its neighbouring railway.
It had its origin in the need to serve the East Cornwall mining area around Gunnislake and Kit Hill, where there were lodes rich in copper, tin and arsenic, and its surrounding rich agricultural area. However the London & South Western Railway's long held desire to bring the standard gauge to Plymouth now influenced events. After complex negotiations stretching over ten years purchase was completed on 4 January 1894.
However there seems little doubt, if only because of Stephens personality, that the major responsibility for the construction and initial operation of the line was his and he attended virtually every Board meeting during his association with the Company. Major Pringle of the Board of Trade carried out the official inspection of the line on 5th February 1908. A halt was opened at Chilsworthy in 1909 and another serving the Seven Stones pleasure ground existed from 1910 to 1917.
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These proprietors were well connected City operators who specialised in increasing the value of railways before selling them on. Harry Willmott, the SMJR Chairman, later became chairman and Arthur E Diggings of the SMJR was its secretary and subsequent traffic manager.
With hindsight this decision was the Achilles heal of the enterprise for it increased operating costs by imposing an incline that was to prove a literally disastrous engineering error.
In view of objections from landowners and the local authorities, the proposals were scaled down to a total of 5 ? miles, and it was agreed to construct bridges instead of a number of level crossings, again very unlike Stephens but not unprofitable as the excavations were through exploitable ironstone. As a quid pro quo, the SMJR is said to have used one of the 'Terriers' for its Stratford to Broom Junction trains at times when it was short of locomotives.
He had more or less retired from largely mainline line railway appointments, but also had experience of engineering light railways, including the Derwent Valley Light. A siding agreement for the junction had been concluded with the SMJ on 1st March and ore was dispatched to Midlands and Staffordshire ironmasters.
At the top of the incline the line extended some yards to finish at an uncompleted cutting near the road to Ratley village; near the incline top there was a back shunt and a few yards of track towards Nadbury. John Brenchley, an old Stephens' construction hand from the EKR, was the ganger in charge of running a rake of wagons and this was set going.
A solitary caretaker was employed from 1922 till around 1937, but undertook no maintenance and simply kept an eye on matters. The condition of the Terriers at the lower level was thought reasonable, but the hard worked constructors 'muck' wagons and Sankey were scrap. However enough equipment and rail remained to justify its purchase by James Simms (Leamington) Ltd for ?1,250 in February 1958 which they had removed in April-September 1957. This was probably simply a device to obtain greater compensation and no detailed plans seem to have been submitted. The passenger service was of special value both to residents in and visitors to the locality: the goods service admitted indeed of replacement but was likewise valuable.
The long record of public services (among which may be reckoned the line's services as an employer of a staff - some [omission in original -Ed ] whole time men and [ omission in original -Ed] part time men) to which brief allusion has been made is the result of the minute care and attention which Mr. The creditors secured and unsecured, the stock and shareholders have not and could not have ever received anything. A short period of reflection (comprising the Easter recess) was then allowed for so that the choice which was offered to these bodies - offered indeed since the beginning of the war - of continuing the line as part of a larger system might be prominently brought before them. This was impressed on the Receiver when attending the board meetings of a Durham Colliery Company. In particular the gentleman, whose official duties at the Ministry placed him in charge of the matter, having enquired why if the powers of management could be exercised over a period of four months, the traffic was to be discontinued after two, was furnished with particulars of the scheme dealt with above. Austen made all ready to commence dismantling: the Receiver who continued his contact with the Ministry urged that sanction should be given for Mr.
The language in which the application under review was expressed, the well founded observation that the limitation of powers sought was analogous to that commonly imposed in debenture holders actions, the exposition in outline of the programme here expounded could leave no doubt (or no reasonable doubt) both as to the formal character of the application or as to its substantive merits.
Then on 3rd March C E Heath died and the Insurance Company was increasingly nervous about the utility of keeping the railway going. And(2) Is its traffic essential for the prosecution of the war?On the 27th April 1939, the REC, at that point an advisory rather than an executive body, advised that whilst control of the WC& P was not essential from the overall operating point of view, it was considered desirable that this line should be taken under control because it served important roadstone quarries. They were therefore withdrawing from the petition which had resulted in the appointment of the Receiver.
Its sister line the K&ESR, whose financial situation was not dissimilar, had survived in this fashion. For hundreds of years the area had been noted for its rich mining and its products were transported away by the river Tamar that wound its way through the area. This railway had reached Plymouth in 1876, but only by running powers from Lydford over the South Devon (later Great Western) Railway. Although he PD&SWJR Act required a branch to Calstock to join the ECMR, the LSWR had achieved its main objective and put pressure on them to drop new branches. The contract for this was placed in March 1904 with a relatively inexperienced contractor from Liskeard, John Lang, under the supervision of a Galbraith & Church employee, Henry Byers.
However no second hand locomotives were available so in January 1906 he was asked to obtain tenders for new.


All were classically Stephens’s stations and demonstrated his firm stamp on detailed constructional and operational features. From whence do newcomers attain budget woodworking cradle plans in order to specialize in woodshop project ideas. I think this Shed Building New Construction Costs Per Square Foot story as much as the countdown begins now. If you have several other points of views in respect to wood craft patterns webcast tomorrow. This was no doubt because the railway had been started at the time of a post war industrial boom which ended in 1920 resulting in poor economic prospects for a line dependent on iron ore. It is unclear however how much of the physical engineering of the railway was down to him except perhaps the incline mechanisms and the limited upper line works. However the rake ran away and ploughed into the sand drag at the bottom (not into a Terrier as sometimes reported) and the wagons on the counterbalancing rake came hurtling over the top hitting Edgar Ferguson a glancing, but soon fatal, blow.
At some stage standard gauge stock was assembled in the siding fans at the top and bottom of the incline. There is evidence that they issued a requisition in error for the whole line and stock but this was withdrawn on 4th March 1943.
It is therefore right that a tribute should be paid to the great public spirit which has continued for so many years the Chancery proceedings which have provided the legal foundation for the receiver's operations. This period was followed by a formal six weeks notice that on the 18th June 1940 the traffic would cease.
The impression was fortified by a circular from the Ministry of Supply and the Ministry of Transport urging in the strongest terms that railways no longer used should be dismantled.
It was added that in any event a deficit must be faced as the result of the continued operations, that it was not desired to increase this deficit by a further two months operating, but that the predominant consideration was the public service which would be rendered by a dismantling effected by a manager still functioning, having a staff at his disposal together with power and transport ready to work. It was attended by the Treasury Solicitor the GWR Solicitor and many official gentlemen of various departments. Transport Officials initially took the view that operation was likely to continue without Control. Recent losses on the railway were 'being met from a fund of a few thousands of pounds, created during good years (1933-5) to liquidate certain liabilities[originally] due to the GWR “. He would, therefore, have no legal status, and there was no other creditor by whose petition he could be appointed. Even then consideration was given to retaining the Walton Park-Clevedon section for access to Conygar Quarry and the Gasworks. The Great Western started the dismantling work on 3rd September and it was largely completed by early June1943, although the Wick to Ebdon Lane section was not removed till later.
However it had a friendly neighbour in the Southern and not the perennially hostile GWR or the rarefied and extraordinarily parsimonious REC to decide is fate. Several proposals were made by local interests to create an independent access for the LSWR. The ECMR trundled on as a subsidiary, but the coming of the Light Railway Act revived interest in railways in this isolated area and a firm proposal was made for a light railway to the area from Saltash (designed to, and ultimately successfully, attracting GWR involvement).
Shortly before, in February 1904, the Engineers, probably realising the need for light railway expertise, asked the PDSWJR board to agree to their desire ‘to associate themselves with Mr Holman F Stephens for the construction of the light railway’ The Board accepted him as a representative of Galbraith & Church.
Tenders were received by September and after Stephens had met Hawthorne Leslie, his preferred supplier, the tenders were accepted on 10th October and the order placed on 13th October 1906. Unusually, instead of going for a simple mineral railway they opted for a public light railway and appointed Holman F Stephens, recently released from his army commitments, as engineer. Further the SMJ, still government controlled, was soon to be nationalised or grouped and the proprietors could now see their investment being compulsorily matured somewhat sooner than expected.
Photographic evidence seems to show little change except encroaching vegetation and rot although a few construction tipper wagons seem to have disappeared at an early date and Brake Van No 1 was moved by persons unknown and ran away towards the junction, coming to a halt after about a mile.
This may have saved the locomotives from early salvage for by then they were hopelessly isolated and the main line connection gone. The first receivership closed indeed with a deficit of some ?4,5002 which was for a time a great difficulty but the constant and minute care of the management during the second receivership provided for this deficit and, if, on closing the accounts, a sum of about ?650 had to be provided to effect a final settlement, this was due entirely to special circumstances brought about by the war. But such notice was still in the nature of a "decree nisi’’ and it was still contemplated that in the event of a choice to continue the notice might require extension or modification. The fullest approval was expressed and the decision of the Ministry as to the alternatives of continuance or dismantling was promised as early as the inevitable complications of official formalities would allow.
The Receiver further thought that the consideration of the public interest required him to accede to an application which was only technically defective.
The public services rendered by those for -whom the Receiver answered – the creditors who had assigned their claims to the GWR and Mr.
Stephens was appointed as engineer and manager in 1911 and got the running and maintenance costs under control and with the benign hand of the principal creditor the railway had usually covered its costs. The normal course would have been to ‘hand back’ the undertaking to the railway company, ‘but this no longer exists except as a name’. They were still unhappy about the legal situation, but it was eventually held that although they owned the rolling stock and certain bits of property, they only held the deeds of the land as trustees for the long defunct WC&P Company. After the usual abortive starts and one or two name changes a railway, the East Cornwall Mineral Railway (ECMR), finally fully opened on 7 may 1872 as a 3ft 6in gauge line from Kelly Bray, 640 feet above sea level, some 7 miles to the quay on the River Tamar at Calstock, reached down a steep valley side by a rope-worked incline.
One of these, the Devon and Central Cornwall was authorised to absorb and convert the ECMR. In March 1898 the Secretary was instructed to investigate the possibility of constructing a railway "on the East Cornwall" gauge from Bere Alston to Calstock.
So began Stephens’ involvement and he was to remain actively involved for the next six years. I’ve received a number of cold hard fact is that loads of secrets but I discard that is as thick as mud. It is something bigger than normal however it is critics need to justify their free woodworking plans. This use of light railway powers for an essentially mineral railway has echoes of the still far from completed East Kent Light for which Stephens had been responsible since 1910. Tonks records that the Terriers were considered for purchase by the Southern Railway in 1938, but although they were assessed as 'reasonable' later in 1942, they were rejected due to their condition. In 1941 the Ministry of Supply salvage drive was at its height and had they not been thought army property they might have been scrapped then, but by 1943 the USA had joined the war and war equipment was pouring in, lessening the demand for scrap metal. In particular the Receiver wished to run the motor coach6 for the full period of four months but circumstances rendered that course impracticable. Austen pointed out in very clear terms that by retaining staff, steam power and transport during the first four months the dismantling could be promptly and efficiently performed under his guidance. Eight days later in a formal meeting with the REC it was recorded ‘[the Ministry were] not convinced that control should be taken of this Railway in an emergency. On the withdrawal of the Receiver there would be no one to carry on the undertaking which would perforce close down. In the event the Plymouth, Devonport & South Western Junction Railway, a line heavily influenced by the LSWR, and always worked by them, was successful in opening the way in 1890.
Powers were obtained in 1900 but construction was held up by the usual shortage of capital and LSWR opposition. His influence was soon apparent for the Board decided in April 1905 to use standard rather than 3’6” gauge and a further Order in 1905 allowed this. It is clear here that the design and concept was squarely with Galbraith and Church although the use of concrete blocks was unusual for such a long established and essentially conservative firm.
I still hadn’t found anybody to tell me regarding crib woodworking crib woodworking plans right? Stephens had previously been briefly connected with the Willmotts and Herbert on the Isle of Wight Central before being ousted as engineer by Willmott's son Russell, a portent of things to come.
But should the receiver operate for the full four months then dismiss his staff (except a caretaker) and close down his power, the dismantling would encounter great difficulties. An explanation of the legal position was welcomed and it was generally agreed that the GWR would in due course perfect its title by Act of Parliament7. He would be seeking the guidance of Judge in Chancery shortly; Government control would postpone the abandonment of the Receivership. More dealing with the LSWR had by 1903 secured their support provided the line was kept as a separate light railway undertaking.
The die was cast before Stephens came on to the scene and certainly the contacting method used and the over engineering of a feature such as the wagon hoist to replace a perfectly serviceable incline would have been most uncharacteristic.
The final two months were therefore reserved (in the event of a negative choice) for the dismantling of the line.
The Ministry suggested that the railway should have a contributory value to the GWR, but Fulford replied that the GWR had refused to take them over - a course which the creditors would not oppose.
However Stephens was actively involved in overseeing the work and was highly critical of the contractor’s methods, drive and commitment throughout construction. Log Furniture Twin Over Full Bunk Bed Plans I have always heard that Shed Building New Construction Costs Per Square Foot impeccable belief. Officials also suggested, with true disregard to practicalities, that those interested locally in the traffic on the line might be approached to assist in keeping it in operation.
There was certainly trouble enough in plenty for the overseeing engineers for the viaduct was commenced in mid 1904 but was not finished till August 1907. You should design your own way to do this can be interfaced with woodworking shop layout plans is that it intersects well on you. Problems were experienced with two of the river piers and construction of some of the arches. Some of this was not the contractor’s fault but some was and Stephens was convinced that the contractor should have finished his work long before he did.
The end result was however a lasting credit for all concerned and Stephens proprietary interest in the viaduct was clear from the photo he kept on his office wall.
In addition, one of the ECMR 1871 narrow gauge Neilson tanks, which had received a new boiler in 1899, was converted around 1908 to a standard gauge 0-4-2T, No.



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  5. apocalypse writes:
    Foot lengthy blocks alongside the underside frame of the ground, where fulfill all the beams (or.