Böcker av Peter Waller

Since its first issue was published in 2007, The Southern Way has become the definitive journal on the history and heritage of the Southern Railway and the Southern Region of British Railways. Two more issues are scheduled for 2024, numbers 66 and 67. Each contains a mixture of articles and photo features on various aspects of the SR including rolling stock, infrastructure, operations and personalities. The Southern Way remains essential reading for all who interested in the SR and those modelling it.Among articles confirmed at the time of this catalogue going to press is a review of events on the SR in 1964 and a feature on the demise of the Longparish line in Hampshire.

The mid-1950s marked a high point in the history of Britain''s railways. Seven years after the nationalisation of the ''Big Four'' railway companies in 1948, there was a feeling of optimism within the industry. The ''Modernisation Plan'', with its promise of wholesale dieselisation and main-line electrification, was intended to bring a new era of profitability, and it was still possible to travel through much of Britain by train using the extensive network of rural branch lines and secondary routes, many of which were to disappear forever during the closures of the next decade.Crécy has been building a reputation for producing quality atlases of Britain''s railways, and in addition to completely new works we are bringing back into print some of the atlases we inherited with our acquisition in 2016 of Ian Allan Publishing. Rail Atlas 1955 is one of these. This is a revised and expanded edition of the Atlas with a bigger page size, making it easier to use. It also includes a new 32-page photo section showing aspects of the railway scene in 1955. This volume covers the network as at 1 January 1955, the dawn of the modernisation era. Different colours identify the lines of each of the six regions, with passenger and freight-only lines being further highlighted. In addition, there is a useful index of station names. This atlas thus provides a fascinating snapshot of the extent of British railways in the period immediately prior to Beeching''s cuts of the early 1960s. Comprehensive and detailed, it is a testament to the remarkable breadth and depth of the network post-Nationalisation, much of which was soon to be erased, and is an invaluable reference source for all railway enthusiasts and historians.

Since its first issue was published in 2007, The Southern Way has become the definitive journal on the history and heritage of the Southern Railway and the Southern Region of British Railways. Two more issues are scheduled for 2024, numbers 66 and 67. Each contains a mixture of articles and photo features on various aspects of the SR including rolling stock, infrastructure, operations and personalities. The Southern Way remains essential reading for all who interested in the SR and those modelling it.Among the features in this issue are:The LSWR ''700'' ClassClass 4LAV EMUsCranbrook & Paddock Wood Railway Southern Steam SurvivalSouthern Stations on the Withered Arm

This volume in the ''Lost Tramways of England'' series explores the history of the tramways in Newcastle and Gateshead from their 19th century origins through to final abandonment in 1951.

This volume in the ''Lost Tramways of England'' series explores the history of the tramways of Huddersfield and Halifax from their 19th century origins through to final abandonment in 1940.

Featuring the tramways of Hampshire and Dorset, excluding Southampton, this volume in the ''Lost Tramways of England'' series records the history of the systems that operated in Bournemouth, Poole and in and around Portsmouth.

Now preserved for almost sixty years, the former Midland Railway branch from Keighley to Oxenhope to the west of Bradford may not be one of the country's longest - indeed it only stretches for just under five miles - but it is one of the country's most popular preserved lines.With a history stretching back to the mid-nineteenth century, the Keighley & Worth Valley provided an essential link for the communities that it served for almost a century. The harsh economic realities of the 1950s made its future uncertain and its fate was, theoretically, sealed before the infamous Beeching Report of March 1963.However, there were a number of local enthusiasts who, having previously witnessed the demise of the ex-Great Northern Railway Queensbury Triangle routes in the mid-1950s, were determined that the Oxenhope line would not suffer a similar fate.With the line preserved, services were triumphantly restored in 1968 and the line has been providing pleasures for tourists and enthusiasts ever since.

Manchester was at the centre of a network of tramway systems that served the city and the neighbouring towns. This is one of two volumes in the series to cover the tramways of Manchester and focuses on the routes to the south of the city centre and the history of the Manchester system in the build-up to World War II.

One of two volumes in the Lost Tramways series featuring the tramways of Manchester and its environs, this volume explores in detail the routes to the north of the city centre. Also covered are the history of the city''s tramways in the post-World War II era and those of neighbouring Salford Corporation.

This addition to the Lost Tramways series documents the tram networks which were at the heart of many of Devon and Cornwall from the mid-19th century to the mid-20th century, including the networks in Exeter, Plymouth and Torquay.

This volume - one of four that examines the history of all trolleybus operators in the British Isles - focuses on the systems that operated in Wales, the Midlands and East Anglia.

Aside from Glasgow, there were a number of other tramways that served the west of Scotland. These included those that served the towns of Ayr and Kilmarnock, the north and south banks of the Clyde, Balloch, Greenock and Gourock. This book explores the history of these tramways.

In the second volume in the Lost Tramways series to feature Ireland, the history of the trams that served Dublin and its environs are recalled.

At the peak of Britain's first-generation tramways, it was possible to travel by tram all the way from Pier Head at Liverpool to the Pennines in Rochdale by tram. Amongst the chain of tramways that formed these links were the services that operated in Bolton, St Helens, Wigan and the company lines controlled by South Lancashire Tramways. Each of these systems had a fascinating history but all were to suffer greatly as a result of lack of maintenance during and after World War I and from bus competition, with the result that only one - Bolton - survived into the post-World War II era. Locations featured include: Farnworth, Dunscar, Tonge, Horwich, Halliwell, Montserrat, Bury, Huyton, Prescot, Worsley and Leigh. The Lost Tramways series documents the tram networks which were at the heart of many of Britain's growing towns and cities from the mid-19th century to the mid-20th century. An informative, accessible and portable resource for the tram enthusiast as well as the general reader, and a superb souvenir or gift for visitors past and present.

Although there had been experiments with the use of a new form of transport - the 'trackless tram' (better known as the trolleybus) - during the first decade of the 20th century, it was in June 1911 that Bradford and Leeds became the country's pioneering operators of trolleybuses.

An Historic Overview. 26 March 2022 marks the 50th anniversary of the closure of the Bradford system - Britains longest surviving and last first-generation trolleybus systemComprehensive coverage of all of the systems that operated in Northern England, Scotland and IrelandSome 250 illustrations - colour, mono and maps - that portray the great variety of trolleybuses operated in the region between 1911 and 1972Detailed narrative account of each of the systems featured

The lines have been drawn. On one side are young earth creationists, who assert that God created the universe in six days and-based on calculations derived from the Bible-that the earth is six thousand years old. On the other side are secular scientists, who claim the universe has existed for over thirteen billion years, the earth for 4.5 billion. Scientists claim that no miracles were necessary to form the universe, and that everything is explained by natural causes. However, young earth creationists point to verses at the beginning of the Bible and the beginning of the book of John that clearly claim that God created the universe. In the beginning God created the heavens and the earth. The earth was formless and void, and darkness was over the surface of the deep, and the Spirit of God was moving over the surface of the waters. Genesis 1:1-2 In the beginning was the Word, and the Word was with God, and the Word was God. He was in the beginning with God. All things were made by him; and without him was not anything made that was made. John 1:1-3 But what if there is no contradiction between scientific data and the Bible? Arnold Guyot was a nineteenth-century geologist and geographer at Princeton University. In addition to his numerous scientific accomplishments, he developed the day-age interpretation of Genesis 1, in which the "days" of creation represent geologic ages. When we view the Bible through this lens, we find that modern science has not only failed to refute the miracles of Genesis, but has in fact provided abundant evidence for their veracity. Genesis Revealed: A Scientific Examination of the Creation Story takes readers down the twin paths of science and theology to show that they lead us to the same destination. Citing a multitude of discoveries in astronomy and geology, Dr. Peter Waller makes a compelling case for Guyot's interpretation-and for the miracles described in Genesis 1:1-25.

This was the area that witnessed the London United Tramway's early trolleybus routes as well as operations of Croydon Corporation. Although many of the routes were to be converted before the outbreak of war in September 1939, a number were to survive right through until the final conversion of the system between 1950 and 1952.

This is one of four volumes to cover the history of electric tramcar operation in London. Stretching once as far east as Dartford, much of the network south-east of the river survived World War II and remained operational until the process of conversion - 'Operation Tramaway' - commenced in 1950.

This is one of four volumes to cover the history of electric tramcar operation in London; it concentrates on those routes to the north and north-west of the River Thames - an area largely dominated by the Metropolitan Electric Tramways. The bulk of this are saw its tramways largely converted to trolleybus operation during the 1930s.

This is one of four volumes to cover the history of electric tramcar operation in London; concentrating on the routes to the northeast, the system in this area was largely the result of development by a number of local authorities and was converted largely to trolleybus operation in the years leading to 1940.

The first of two volumes covering the history of tramcar operation in Glasgow. The book narrates the story of the city's impressive network from the immediate post-war years to the early 1960s when the final services were operated. This volume focuses on locations in the southern half of the city.

Lost Tramways of England: Leeds East is the second of two volumes in the series covering the history of trams in thecity. This volume examines the later history of the system, as well as concentrating on routes that served the eastern side of the city, such as those to Temple Newsam, Middleton, Gipton and Hunslet.

The second of two volumes covering the history of tramcar operation in Glasgow. The book narrates the story of the city's impressive network from the immediate post-war years to the early 1960s when the final services were operated. This volume focuses on locations in the northern half of the city.