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EddieB

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  • Location
    Essex
  • Interests
    Mainly interested in "real" railways - locomotives and railway history, domesic and foreign. All types of traction, all gauges, main line and industrial systems. Photography.

    Recent RTR models are reviving a dormant interest, but never to be taken as seriously as before.

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  1. Clever mathematics, but I’m afraid you’re out by a factor of nearly 50%. As of three seconds ago, the true figure was 246,372. I’ll let someone come up with the necessary computation, but in the meantime trust me and take my word for it...
  2. No, in the video they take the junction to the right to join up with the GEML at Forest Gate. They would then take the NLL at Stratford. (Note the speed restriction signs on the approach to Woodgrange Park - 30 mph straight ahead through the junction, 15 mph to the right). Nowadays their counterparts (Purfleet FY/Dagenham Dock ARC - Acton TC) carry straight on over the GOBLIN route, joining the NLL at Gospel Oak - except when the GOBLIN is closed, when they revert to the former routing.
  3. I’m afraid I’m not an expert on wagons, and didn’t make records of the workings then - though I may have an old Freightmaster (can’t remember when they first came out). All I can say is that it was a Thursday (24th April - two days before the Chernobyl disaster).
  4. This thread brings back some half-forgotten memories. Here is 6318 approaching Canonbury in April 1986. Huge changes to the station since then, particularly with enlargement for the services to South London from Highbury & Islington. Back in 1986 there were just the two platforms, but with avoiding freight loops "round the back" (just visible under the bridges). Not that all freights used the loop lines. On the same day, 47 310 passes through Canonbury on a stone train.
  5. From what I remember, Foyles (Charing Cross Road) carry a reasonable selection of railway books - but nowhere near the range of a specialist shop.
  6. Yes, I saw copies in Smith’s and couldn’t resist - particularly as the yellow trains have provided something of a diversion during present restrictions. It may not go into masses of technical detail, but an excellent summary of how testing developed, and then from 1960 onwards, what there was, is and what is does. Although much of the text and many photographs are the work of Anthony Christie, who has made this subject a specialism, once again the breadth of coverage provided by Colin Marsden himself is impressive.
  7. That’s a great pity. Good place to check new titles, and often find some tempting discounts. I need to check what’s accumulated on my loyalty cards!
  8. Sorry for Sorry for any confusion, for some reason I thought you were referring to the recent posting of a WAGR X class in a similar location posted in Wheeltappers. My apologies.
  9. No, as Lovemymodelling suggests, it’s a class 46 electric for the New South Wales Government Railways.
  10. I’m guessing that the photos date from the 1960s, as both the 735 and 851 classes barely survived into the ‘seventies. Apart from some 735s sold into industrial service, the last use of the class by FS seems to have been based on Rimini, and from there to Ravenna. From what I remember, examples of the 735 played a starring role in “Von Ryan’s Express”, outshining that well-known railway modeller, Frank Sinatra.
  11. Not really. CC21001-4 were bi-current versions of the CC6500 class, built 1969-74, that were absorbed into the CC6500 series with the removal of their a.c. equipment in 1995-97. There was some testing - apart from the adventure in the USA, they were used on high speed trials on the new TGV routes - but they also performed regular and mundane duties. Unlike the CC6500, which were based at Paris Sud-Ouest and Lyon-Mouche (solid d.c. territory), their allocation to Dijon meant access to both a.c. and d.c. routes.
  12. The asymmetric displacement of the grilles was to the right - the same on both sides. After its masquerade as Amtrak X996 was returned to France, where it went back to being plain old CC21003 again. It was restored to its original form - including the grille shapes I described earlier. I have photos of both sides of the loco from 1979.
  13. I think you’ll find that the grilles changed with the different batches. CC6500 were delivered in three batches, nos. 6501-6538 with trapezoidal grilles, 6539-59 (“Maurienne”) and 6560-6574 with rectangular grilles. CC21000 were delivered in two batches, nos. 21001-21002 with grilles like the first 6500 batch, the second pair 21003-21004 were similar, but with bottom projections mimicking the raked design of the cab front. I haven’t fully checked, but these patterns fit with the photographs above and another source showing a breakdown by batches. Edit: Further confirmed from other photographs.
  14. It seems to have been a short-lived preservation venture, but as I'm unfamiliar with that part of Cheshire, I can only go by reports. Besides the Barclay saddle-tank, there appear to have been up to three Motor Rail 2'0" gauge diesels. I wonder whether Dagrizz photographed any other items at the site? I've found another mention in IRS bulletin 268 (August 1979) that the "Cheshire Transport Society, Runcorn" had purchased AB 1964.
  15. One hundred and ninety-one of the SP45 class (out of 268 originally) were fitted with ETH (replacing steam heating) and reclassified as "universal" locomotives (SU45) between 1987 and 1998. Unconverted locomotives were withdrawn and SP45 became extinct in 1999. Certainly by the latter date the yellow panels had become widespread. Perhaps worth noting that some also had white window surrounds.
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