DOCSLIB.ORG

The Sandford Link Summer 2020 Issue 158

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text
The Sandford Link Summer 2020 Issue 158 The Sandford Link Summer 2020 Issue 158 This is the front cover of our national WI magazine, ‘WI Life’. It says it all really – ‘WE CAN DO IT!’ and ‘ADAPT, SURVIVE & THRIVE’, and boy, did we! Editor: Hazel Douglas — Email:1 [email protected] Contents—Parish & Church News / Talking Shop / Village Events / Festival / Classified ads / WI / Local News / Activism. Lock-down through a Development / Humanitarian worker’s eyes — Jo Zaremba – May 2020 Day one: Up at dawn. The birds are already busy, arguing and shouting loudly in the garden outside. I join them with my mug of tea, blinking in the sunlight as I step outside on the veranda. A slow stretch, a walk around the garden, and then I’m at my computer, hunched over a raft of e-mails that have flooded in over-night. Carefully separating the priority ones from the advertisements and announcements, my mind is now fully awake and it is not yet 7 a.m. Within an hour I stand up to take a break – a stretch, a few sun salutations, and a shower before throwing on a loose pair of trousers and shirt. The meetings begin, project updates, logistical questions, a status report on the current situation - I’m grateful the wi-fi connection is working. The day continues – documents to review, emails to answer, calls to make; mid-day soon passes and the sun starts its descent. At some point, I circle the garden again, taking in the changing shadows that fall from the trees onto the path. Then it is dark. My computer screen casts an eerie light onto my dinner. I close the lid, finish the last spoon-full and pack away my things. Padding across the linoleum floor to the bathroom and then my room, I fall into bed exhausted, and the next day repeat the same again. Page 2 This isn’t lockdown – it’s day one in Jijiga, Somali region of Ethiopia where I spent over a month on a humanitarian assignment. Sitting inside the Save the Children compound that houses a guest house, offices and warehouses, my work involved organising, overseeing and analysing field research which others carry out. I hardly go out. All the work was conducted from within the compound, human interactions carried out at a polite and respectful distance, the social life even at weekends was non -existent. Lockdowns, isolation and limited mobility are common features of anyone working in humanitarian or development concepts. We leave our freedom – to walk about freely, to go where we wish, to be who we are and exchange it for a new set of rules, norms and ways of living a daily existence that most people back home would find hard to imagine, much less endure. Until now, that is, when the Covid-19 crisis has everyone ducking for cover. It takes me back to other assignments, or missions as they are often called in many circles. Vavunya - Rolls of razor wire, machine-gun wielding soldiers and a wind-swept landscape engulf us as we leave the lush, tropical and fertile green of southern Sri Lanka behind us. We get out of the vehicles after the eight-hour drive, departing at 6 a.m. to enable us to get through all the check points and this final ‘border’ with the rebel north, before curfew. The final check-point is by foot, the vehicles taken aside for a complete search. Our bags are searched. We are searched, passports and documents checked – and then we are through. Radio call back to base – Tango, Charlie, Igloo – 3 arriving in Vavunya, 16:15, over. Straight to the hotel – still functioning to service the humanitarian and military clients, an enclave within the border town which sits near the heart of the armed conflict. We spend the evening exchanging and hearing stories, of people holding out with under fire for 24- hours, of the camps and of lost lives. In the day-time we visit households displaced, families torn apart and broken, livelihoods devastated. Our project is building up women’s livelihoods through dairy – the women receive a cow that they feed, tend and milk. When the cow calves, the off- spring is returned to the project to help other women. Our project assists the women to sell their milk and overcome other challenges to produce and sell milk. We are listening to a group of women explain how their milk-deliveries are regularly rejected by the collection points due to the practice of the military checking the urns being transported using sticks and batons, and thereby contaminating the entire consignment. The project manager, fondly called ‘Milk-man’ is just jotting down notes when we hear the undeniable crackle of gun-fire. Heads down, we pack into our four-by-four and race back to the hotel, leaving the community to fend for themselves. We hunker down in our hotel, laptops in one hand, a beer in the other, tapping out notes, safe within the heavily guarded compound in the government enclave. The communities have but meagre huts to hide in, and we can only wish them the best in surviving another night of fear and anxiety. Across the world, millions of women suffer isolation and social exclusion on a daily basis. Sometimes they are victimised and singled out for violence right in their homes. Others are simply limited to the confines of the households by the ties of marriage, ritual and customs, or due to the heavy burden of household chores, caring for young and old, and of poverty. Without anyone to share their worries or fears, or even joy and hopes, they can lead lonely lives. Many of the projects I’ve worked on support collaborative initiatives that bring women together for economic, mutual support and self-help outcomes, forming ‘Village Savings and Loans’ or ‘Mothers’ groups which provide them with the justification to join with others, improve their lives and prove their worth and abilities in their communities and households. These projects are not confined to women’s groups, and we work with entire communities to help build or re-build lost lives and livelihoods. DRC - Over 40 armed militia groups operate in Eastern DRC in the areas butting onto Rwanda and Uganda. Many are small gangs, led by thugs attracting disenfranchised 3 youths without work, hope or anything better to do. Their demands may be erratic, unreasonable, sometimes deadly. Few have a mission such as the larger, organised M23 which formed in 2012. All have caused ongoing havoc, forcing people off their land, to abandon their homes and livelihoods and crowd into the camps around Goma. We fly into Kigali in Rwanda, and race down 155 kilometres along the EU-built highway to Giseny where we cross the border on foot into Goma. A purple four-by-four is waiting and we bump away, pitching side-to- side on the impossible roads. For the next few days we move between soon-familiar points – Guest House 1, Guest House 2, Office, Guest House 3, Office – the gate opening to the advance call through by radio. Eventually, clearance is granted to visit one of the camps for internally displaced persons (IDPs), perched precariously on the lava-stone moon-like landscape. Make-shift tents tip on spiky rocks, and rivers of filthy water ooze between the many cracks and canals snaking their way around one compound. In another camp, UNHCR plastic flaps in the wind over make-shift tents. We pass tiny, informal camps in back-yards, abandoned lots, in seemingly uninhabitable crooks and crannies – 100,000? 200,000? I lose count of the Situation Report (SitRep) updates which themselves cannot keep up with formal and informal arrivals from surrounding areas. Goma, which became a magnet for refugees during the Great Lakes Crisis, continues to this day to house hundreds of thousands of displaced persons – to my recollection, there were more than five camps, established or being set up, around Goma in 2012, vying for resources like water and food – and many, many more informal settlements. The camps become people’s entire universe. They live, sleep, shop and try to earn some money in them. IDPs have the legal freedom to move around their surroundings, but often find it difficult without any money, local contacts, or social status. Some take perilous risks, returning to try to recover lost harvest or property, sneaking through the bush under cover of the night, fearing being captured by the militias who chased them away. Others engage in petty trade, crossing the border between DRC and Rwanda to earn a few coins or ears of corn. Most, however, stay close to their make-shift shelters, tending to their children and waiting for something to change. For refugees, the situation is markedly more difficult, and camps become the de facto country to which they belong. Denied rights in many countries, the right to movement, to work and earn a living, their circumstances truly do resemble a protracted ‘lock-down.’ South Sudan – a new country, new hopes, new horizons, shattered all too soon. Before the latest civil war, development and humanitarian efforts were scrambling to rebuild the country. In the north, returnees from the newly divided countries were trying to piece together lost lives in new expanses of refugee camps. We flew into dusty Malakal on a UN-flight from Juba, a town that itself was only starting to rebuild. Malakal seemed to offer nothing, a few dusty vegetables growing in our tiny compound, and empty dusty streets lined by tall walls behind which buildings cowered from the sun.
Load more

Recommended publications
  • Bitten by the Bug Part 1 R J Alliott
    • Bitten by The Bug Part 1 R J Alliott Britain’s railway history is littered with a perhaps surprising number of one-offs - the Turbomotive, the Hush-Hush, Fowler’s Ghost, the Duke of Gloucester, and the Great Bear. Many of these remained one-offs because they were partially or wholly unsuccessful, because of subsequent changes of direction in locomotive development or because they were only experimental. However, an unusual example of a one-off that was always intended to be unique from the very outset was the LSWR 4-2-4T known officially as Mr. Drummond’s Car , but known far better by locomen of the time and by enthusiasts ever since as “The Bug”. Drummond himself has also gone down in locomotive engineer folklore as something of a one-off. Born at Ardrossan in 1840, he had served on the Dumbartonshire and Caledonian Railways, and at the North British Railway, where he worked under S. W. Johnson, before moving to the Highland Railway at Inverness under William Stroudley. After a spell with Stroudley again at Brighton, he had become locomotive superintendent of the North British Railway in 1875. Seven years later he joined the Caledonian, but then jointly formed the unsuccessful Australasian Locomotive Engine Works at Sydney. He had then returned quickly to Scotland and founded the Glasgow Railway Engineering Company, finally joining the London and South Western on 1st August 1895 at the very considerable salary of £1,500, this being sharply increased to £2,000 the following year. At the LSWR, he varied between the brilliant and the sadly unsuccessful in his designs and between the severe and compassionate in his dealings with his men and his machines.
    [Show full text]
  • 'Terrier' Manual
    P a g e | 2 Contents Introduction ................................................................................................................... 3 Features ......................................................................................................................... 4 Background .................................................................................................................... 6 Scenarios ........................................................................................................................ 7 Control Modes ............................................................................................................... 8 Driving Controls ............................................................................................................. 9 Driving in Advanced Mode ........................................................................................... 28 Locomotive Numbering ............................................................................................... 30 Rolling Stock ................................................................................................................. 33 Modification Policy ...................................................................................................... 34 Acknowledgements ...................................................................................................... 35 Copyright Victory Works 2017, all rights reserved Release Version DTG1.0 P a g e | 3 Introduction Thank you for purchasing the Stroudley
    [Show full text]
  • Honorary President Professor Dugald Cameron OBE
    Honorary President Professor Dugald Cameron OBE PACIFIC PROGRESS (photo courtesy www.colourrail.com) We haven’t seen much snow in Surrey in recent years but you can almost feel the chill in this fine view of Merchant Navy No 35005 ‘Canadian Pacific’ approaching Pirbright Junction in the winter of 1963. As mentioned previously in these pages, ‘Can Pac’ was one of 10 Merchant Navy Pacifics to be fitted with North British boilers from new and the loco still carries it in preservation today. At the present time No 35005 is undergoing a thorough overhaul with the NBL boiler at Ropley on the Mid Hants Railway and the frames etc at Eastleigh Works in Hampshire. Mid Hants volunteer John Barrowdale was at Ropley on 15th January and reports that CP’s new inner firebox was having some weld grinding attention before some new weld is added. The boilersmith told him that apart from the welding on the inner wrapper plus a bit on the outer wrapper it is virtually complete with the thermic synthons all fitted in. They hope to be able to drop the inner wrapper into the outer wrapper by the end of March and then the long task of fitting all the 2400 odd stays into the structure beckons plus the fitting of the foundation ring underneath. After work on the boiler is complete it will be sent to Eastleigh to be reunited with the frames and final assembly can begin. There is a long way to go but it shows what can be achieved by a dedicated team of preservationists ! We wish John and his colleagues the very best of luck and look forward to seeing Canadian Pacific in steam again in the years to come.
    [Show full text]
  • Running Day Reports Volume 36. No. 1. February 2008
    Volume 36. No. 1. February 2008 Setting up our November display to remember the contribution of LBSC on the 40th anniversary of his death. Running Day Reports with some runs at the full capacity of the cars. I enjoyed run- ning at a nice steady goods train speed time after time up the November 2007 Running Day Report. grade. It made up for the embarrassment of having to retire to This day was hot and humid, there was some high cloud early loco after the first lap to build up the fire with the aid of the but this cleared earlier than we would have liked. As soon as compressed air blower. Teaches one to pay attention to locomo- the cloud cleared the temperature climbed. Our visitors rolled tive preparation and not be distracted. Both locomotives retired in fairly quickly. to loco at about 5.00pm., it was a long afternoon. Bernie was on the gate with the help of a Redkite volunteer as it The ground level running was just the opposite providing the was our Redkite charity day. Shade was at a premium. One best locomotive display for some months. Barry Potter and his group had their own gazebo while another had their own shade friends from Orange were down for the day. Barry had D5507 cover hanging off the foot bridge, even the shady spots on the while Greg and Les Bird came with C3239, as well Roger Ker- pathway were utilised. For I think the first time ever one group shaw acted as spare driver. The 55 and the 32 were out on the had a playpen to keep someone or something contained! track early running one of the outer track trains.
    [Show full text]
  • Column Descriptions
    RCTS Library Book List Column Descriptions Number RCTS Book Number Other Number Previous Library Number Title 1 Main Title of the Book Title 2 Subsiduary Title of the Book Author 1 First named author (Surname first) Author 2 Second named author (Surname first) Author 3 Third named author (Surname first) Publisher Publisher of the book Edition Number of the edition Year Year of Publication ISBN ISBN Number CLASS Classification - see next Tabs for deails of the classification system RCTS_Book_List_Website_02-04-20.xlsx 1 of 193 02/04/2020 RCTS Library Book List Number Title 1 Title 2 Author 1 Author 2 Author 3 Publisher Edition Year ISBN CLASS 351 Locomotive Stock of Main Line Companies of Great Britain as at 31 December 1934 Railway Obs Eds RCTS 1935 L18 353 Locomotive Stock of Main Line Companies of Great Britain as at 31 December 1935 Pollock D R Smith C White D E RCTS 1936 L18 355 Locomotive Stock of Main Line Companies of GB & Ireland as at 31 December 1936 Pollock D R Smith C & White D Prentice K R RCTS 1937 L18 E 357 Locomotive Stock Book Appendix 1938 Pollock D R Smith C & White D Prentice K R RCTS 1938 L18 E 359 Locomotive Stock Book 1939 Pollock D R Smith C & White D Prentice K R RCTS 1938 L18 E 361 Locomotive Stock Alterations 1939-42 RO Editors RCTS 1943 L18 363 Locomotive Stock Book 1946 Pollock D R Smith C & White D Proud Peter RCTS 1946 L18 E 365 Locomotive Stock Book Appendix 1947 Stock changes only.
    [Show full text]
  • Guide to NRM Photographic Collections
    Guide to NRM Photographic Collections Index Introduction 7 Abbreviations 11 Adams, JHL 12 Allen, Sir Peter 13 Alliez, G 15 Anderson 16 Andrews, HI 17 Ashford Works 18 Atkinson, JB 19 Barker, WJ 20 Beckerlegge, W 21 Beckett, T 22 Bedford, EJ 23 Bleasdale, RH & RE 24 Bolan, S 25 Boot, W 26 Bow Locomotive Works 27 Box 28 BR (Western Region) Signalling 30 Braden, DJ 31 Brain 32 Brighton Locomotive Works 33 Brookman, R 34 Bruton, ED 35 Bruton, JF 36 British Transport Films 37 Budd en, TF 38 Burst, A 39 Burtt, GF 40 Carrier, FG 41 Cartwright, L 42 Guide to NRM Photographic Collections 1 Catton, CE 43 Cawston, AC 44 Chapman, AT 45 Charles Roberts & Co. 46 Chisholm, AJ 47 Clapham (BTC) 48 Clarke, F 49 Click, JG 50 Cooper, BK 51 Cooper, K 52 Corbett, SPW 53 Cowan, ST 54 Cox, HE 55 Craven, F 56 Crewe Works 57 Croughton, AW 58 Crowther, JM 59 Cutler, R 60 Darlington Locomotive Works 61 Davis, GA 62 Dearden, RF 63 Derby Works 64 Dewhurst, PC 65 Doncaster Works 66 Dukinfield Carriage & Wagon Works 67 Earlestown Wagon Works 68 Earley, MW 69 Eastleigh Works 71 England, MD 72 Euston Public Relations Office 73 Fayle, H 74 Field, PG 75 Foote, F 76 Forbes, NN 77 Guide to NRM Photographic Collections 2 Foster, WH 78 Foulkes - Roberts, D 79 Gateshead Locomotive Works 80 GEC Traction 81 Gleneagles Hotel 82 Gloucester Railway Carriage & Wagon Co. 83 Good, WL 84 Gore -Browne, Col. Sir E 85 Gorton Locomotive Works 86 Grasemann, C 87 Green, AH 88 Grimwade 89 GWR - see Paddington and Swindon Halls, A 90 Halshall, AG 91 Hamilton El lis, C 92 Hatchell, MS 94 Hayward,
    [Show full text]
  • The L.B.& S.C.R. Modellers Digest
    Issue 8 TheThe L.B.&L.B.& S.C.R.S.C.R. Christmas 2018 Contents on page 2 ModellersModellers DigestDigest A journal of the Brighton Circle, for those modelling the “Brighton” in all scales and gauges. Copyright of all material included in this Digest remains the property of the respective author ©2018. Contents Page Belgravia Underhung Springs Mike Waldron 4 Craven 4 wheeled carriages Nicholas Pryor 8 Ashcombe Downs Mike Cruttenden 18 Short Trains on the LB&SCR Nicholas Holliday 26 Running-in Boards for Newick & Chailey Phil Taylor 43 Terrier and motor train Peter Wisdom 48 Lewes second station - Leighside access David Rigler 56 More Locos for Plumpton Green Barry Luck 67 Planning Singleton Richard Jones 71 Model Making with a Desktop CNC Router David Rigler 81 E2 train simulator review sem 91 18 and 21 - a Craven legacy to Stroudley Eric Gates 96 Scenes from the AGM 105 New releases 110 2 Editorial My thanks again to all those who have documented their LBSCR modelling to keep the content of the Digest varied in scope, scale and technique. In Ready to Run, we have the first sightings of Bachmann Atlantics, which cover both the original Marsh H1 design, and also the later H2 batch modified by Lawson Billinton. No doubt the full range of liveries will become available for both designs in due course. In 3D printed, laser cut and virtual designs, there is a new generation of modellers, for whom a computer is a natural modelling medium. This is creating some exciting new opportunities for the rest of us, as evermore exotic prototypes can be modelled.
    [Show full text]
  • Locomotives of the North British Railway in the 19Th Century
    Locomotives of the North British Railway in the 19th century Background Notes to CAD Drawings By Euan Cameron General Introduction mainframes when Westinghouse equipment was added: usually an additional crank arm attached to the existing brake I am grateful to the North British Railway Study Group for shaft, linked to a horizontal air brake cylinder of the type used the invitation to link their website to my gallery of CAD on carriages and situated amidships on the tender under the drawings, ‘North British Railway Locomotives in CAD’ at: tank. This is never drawn out on any drawing that I have seen. http://euankcameron.fotopic.net/c838077.html In general modellers should always supplement drawings, even those from official sources, with careful scrutiny of Over the past few years I have been working on a project to surviving photographs. Many changes were made to produce accurate digital drawings of the locomotives of the N. locomotives in service which were recorded only partially or B. R., chiefly those built before 1900. These drawings are unofficially if at all. based as far as possible on authentic official records, and are One final point about locomotive history needs to be made. intended to re-create the appearance of the railway’s colourful Locomotive enthusiasts sometimes have a romantic notion and varied locomotive stock as it appeared in an era before that each locomotive had an ‘identity’ and a distinct ‘life’ of its colour photography was available. own. The reality was that when a locomotive entered works, its platework and the numberplate were soon removed, and if another class of locomotive were in works at the same time it 1.
    [Show full text]
  • Southern Railway Locomotives
    SOUTHERN RAILWAY LOCOMOTIVES PART 3 LBSC Locomotives in LBSC livery LENS OF SUTTON ASSOCIATION List 30 (Issue 1 January 2014) LBSC 46 ‘Newington’ at Kensington, Addison Road (13906) LOSA List 30 LBSC Locomotives Page 1 Southern Railway Locomotives Part 3: London Brighton and South Coast Railway Locomotives in LBSC Livery This catalogue lists the engines which were built for the London Brighton & South Coast Railway and which were photographed painted in that Company’s livery. Other photographs of ex LBSC locomotives in Southern Railway and British Railways’ liveries will be listed in a further catalogue. The first number of an entry is the negative number which must be quoted when ordering. LBSC 678, A1X class, at Horsham (13980) John Chester Craven 14962 2-2-2 164 Spithead R b/s, Eastbourne shed, copy 14963 “ 194 Glynde R b/s, copy 14964 “ 203 Sussex R ¾ f, New Cross, Stroudley rebuild, copy 14965 “ 284 L r, Lewes 1874 with staff, copy 14966 “ 374 Norwood L ¾ f, copy 14967 “ 391 R b/s, copy 14968 “ 476 Arundel R b/s, Eastbourne shed, copy 14969 “ 478 Shoreham R b/s, Brighton shed, copy 14970 “ 479 Polegate R b/s, New Cross, copy 14971 “ 485 Pevensey L ¾ f, copy 14972 “ 487 Horsham L ¾ f, As West Lancashire Rly 6, copy 14973 “ 488 Drayton L ¾ f, London Bridge, copy 14974 “ 490 Dieppe R b/s, Lovers Walk, Brighton, copy 14975 2-4-0 177 Hayling R b/s, copy 14976 “ 181 R b/s, Battersea, copy 14977 “ 460 R b/s, New Cross, engine only, copy LOSA List 30 LBSC Locomotives Page 2 14978 “ 464 Epsom R b/s, copy 14979 “ 464 “ R b/s, copy 14980 “
    [Show full text]
  • Victorian Steam Locomotives
    Victorian Steam Locomotives Trevithick's 'Tram Waggon' The concept of a self-propelled steam driven locomotive was proved viable by Richard Trevithick in 1804 at the Penydarren iron works near Merthyr Tydfil. It probably looked something like this: Trevithick's engine of 1804 It had a single, double-acting piston housed inside the boiler which was operated by 'clack' valves whose stops can be seen in the above diagram labelled 'n'. When the piston reached the end of its travel, the pin 'O' would knock the stop, changing the position of the slide valve. Because there was only one piston, a flywheel was necessary to keep the machine moving during the 'dead' phases. It is not clear where the firebox was located but the engine almost certainly had a single flue. What is known is that the exhaust steam was directed up the chimney to assist the draught of the fire. This innovation is often attributed, incorrectly, to Robert Stephenson. On a test run the engine successfully hauled a 10 ton load a distance of 9 miles as 4 mph but as it broke some of the plate rails on which it ran, the owner of the works decided against using it on a regular basis and the parts were eventually used for some other purpose. Murray's 'Salamanca' In 1812, Matthew Murray designed and built the first commercially successful locomotive, the 'Salamanca' for the Middleton colliery. As the colliery had very steep gradients on the line, Murray devised a rack-and-pinion system to increase the engines pulling power.
    [Show full text]
  • 1855 Line from Three Bridges to East Grinstead Opened. the Photo Shows an Opening Day Train (Barnham to Bognor, 1869)
    1855 Line from Three Bridges to East Grinstead opened. The Photo shows an opening day train (Barnham to Bognor, 1869). 1866 Line extended to Tunbridge Wells. The old terminus became the goods yard. Model: East Grinstead Town will be operated as if the old terminus continued to be used for passenger traffic. Photo: David Searle coll. 1866 East Grinstead’s through station opened, as the line from Three Bridges to Tunbridge Wells was completed; old terminus to branch from Three Bridges closed to passenger traffic. Model: East Grinstead Town will be operated as if the terminus also stayed open to passengers. The first train to arrive is usually hauled by an 1847 “Jenny Lind” 2-2- 2 and it includes carriages typical of the 1840s. A programme to roof third class carriages began in 1853 but ten years later there had been little progress. In the through station, goods may be seen going to Three Bridges behind a small saddle tank which was allocated to the branch in 1864. East Grinstead had a small locomotive shed for overnight storage of one loco. The first to use the shed was this unusual saddle tank; it is scheduled to haul the first departure from East Grinstead Town. 1870 In 1866 Manning, Wardle made six 0-6-0 goods locos for a contractor to the Cambrian Railways; he went bankrupt and the LB&SCR purchased two of the locos, one of which then worked the East Grinstead line. Model: The next arrival is a “pickup goods” service from Three Bridges. It will collect empty coal wagons and deliver other supplies to the town.
    [Show full text]
  • The Engineer's New Coat
    Optical connections The Engineer’s new coat uppose your boss David Baker ponders whether the eminent locomotive engineer announced to you that black is white. Would William Stroudley was colour deficient you agree if that was the price of keeping Stroudley was clearly talented the first place. The obvious answer to your job? Or suppose it and, in 1861, landed his first big the latter conundrum is that Stroudley wasS your employee who made this appointment as manager of the was colour deficient. This may be bold statement. Would you humour Edinburgh and Glasgow Railway’s so, but there appears to be no other him if you knew he was vital to Cowlairs Works. In 1865 he anecdotal evidence of him being the company’s success? There is moved to Inverness as locomotive involved in colour-related disputes; a 150-year-old mysterious case of superintendent of the Highland neither have any of his medical ‘yellow is green’ that still divides Railway, becoming their chief records been unearthed that might opinion around the world as to how mechanical engineer the following shed some light on the matter. Did it came about and how the engineer year, a post he held for four years Stroudley, one wonders, ever try the concerned got away with it. in all. One of the changes to the Holmgren Wool colour test, when it The man at the centre of the locomotive stock that he introduced came into use in 1876 after a Swedish controversy is William Stroudley in his time at Inverness was the one railway crash? (1833-1889), one of Britain’s foremost that was to cause all the controversy.
    [Show full text]