Vanfit

Yes, Tubes were popular with the S&T but only the drop sided version, loading/unloading SCT (Surface Concrete Troughing) from a centre door Tube was not appreciated and would inevitability result in more breakage as troughs and lids were thrown over the side of the wagon. Pipe wagons (drop sided) were used but not as popular as their capacity per wagon was less. A RTR drop sided Tube would be very welcome, there were plenty in the SATLINK fleet even when vacuum braked wagons were becoming less common. A block train from Taunton Concrete Works would be good to model. Never say never but I know Taunton were not amused if any centre door Tubes arrived for loading.

Having an IRSE Licence does not in itself mean the holder is at all times and in all situations competent. To quote from the IRSE web site:- ‘The IRSE Licensing Scheme provides assurance about the competence of individuals to carry out technical safety-critical or safety-related work on signalling and railway telecommunications equipment and systems. It provides an accepted cross-industry benchmark of competence for personnel carrying out a range of activities from maintenance through design, installation, testing, project engineering and senior technical management. All licence holders must abide by the Obligations of Licence Holders, which set out the professional standards expected.’ The licence scheme was developed after the Clapham tragedy as a means of (for instance) increasing professionalism, setting consistent standards of working and giving assurance that the person has reached a certain level of competence set against defined standards. A licence on its own has benefit in assessing an individual’s suitability to carry out certain tasks, however the licence must be complemented with that persons Authority to Work (ATW - an agreement between the employee and employer as to exactly what tasks may be undertaken and at what level of complexity). For instance, holding an IRSE Principle Designers licence will not necessarily mean the holder is competent on all types of interlocking from Mechanical through RRI to SSI, that information is contained within the ATW. The licence is held and owned by the individual and not the company, the ATW is the associated company document. But perhaps the most important safeguard that ensures these authorities are suitable and sufficient for each individual is that those who manage IRSE licence holders should undertake regular checks in person. For a licence holder whose duties are mainly outside/practical this could mean management ‘by walking about’ seeing the work actually being carried out. If in an office environment then perhaps the G J Churchward technique of sitting with a designer and talking over the work. These can be carried out by managers in a supportive and professional manner, it is basically the cement that holds all the pieces of competence documentation together

Taken from the platform at Bristol Temple Meads some time in the first half of 1973.

Perhaps they were trying to steal the nameplate bit by bit?? D1011 Western Thunderer, a proper loco name!

Need to touch up the paintwork when renumbering, any old blue will do.

BR green, whatever the shade of green, something to go with the brake coaches, please!!! The research has presumably been done, there are common components, SR (BR) modelling is not exactly a niche activity - what are you waiting for - Accurascale please please note!!

A colonel Stephens layout beckons...... Great choice, they look superb!

Mike, I remember those guys, not sure if Ken Fuller was related to Jim, I do recall Ken drove a Triumph Stag, us young guys looked on enviously! Tony Barry, 'The Emperor' and ran his shifts accordingly. I think Robbie Bowden may have been the signalman on duty at Hungerford when an up stone train derailed and demolished the box. The story put about was that one moment he was looking at the train for tail lamp, the next moment he was sitting on top of a wagon. As for Shiplake, trust a signalman to find a way to make life easier, when the governor is not about! Happy days

Basingstoke Linemen Frank Brooks -Lineman, Dennis Upton (my father) - Assistant Lineman, outside the Lineman’s mess room and workshop at Basingstoke station before the PSB was opened in 1966 and the linemen, then renamed Technicians moved to the PSB. Their district comprised the ex GWR SBs on the Reading branch, Basingstoke C, Bramley, with level crossing, Mortimer and Burghfield, this included about 15 miles of pole route. For faults across the regional boundary, they would sometimes go to Southcote SB and meet up with the lineman there Jim Fuller. There were other Linemen based at Basingstoke who looked after the Main Line SBs. Early and late turns worked week and week about with the late turn covering any on call commitments for faults at night, generally for the whole Basingstoke maintenance area. No BR road transport in those days, during the week, walk, travel by passenger train, sometimes dropped off by a goods train, or cycle along the cess, yes you could do that pre CWR and the abolition of gang lengths. Any faults at night were generally notified to Stowells the main Basingstoke taxi firm, they would send a car to pic up Dad and his mate from their houses and then proceed to the fault. The regular taxi driver always worked nights and knew many of the access points without prompting. He would wait while the fault was fixed then drive them home. Before the PSB was opened the lineman who could not drive had lessons and tests paid for by BR so that they could then drive the van provided for the resignalling. There was also consequent regrading and reorganisation of maintenance/faulting areas. Interesting how one picture can bring back memories.

Thanks Guys, I have ordered the blue and green, they look superb.

I have previously posted this on the Basingstoke Shed topic, but thought a wider airing might be appreciated. A typically assorted selection of van types. Were they called Van Trains, not Parcel Trains on the SR, I remember train crew, platform staff and signalmen referring to them as such, for instance the Bournemouth vans or the Waterloo vans etc. 76067 looking smart on a Salisbury to Basingstoke vans at Worting Junction, very close to the end of steam on the SR.

Here are my last offerings, the quality is poor but 11 year Vanfit and a cheap camera was never going to produce excellence! But they are now a historical record so hopefully of some interest. I have converted the black and white from colour as over time the colour quality of the slides (now scanned) was far from acceptable. All from slides dated Aug 1966. 73051 Standard 5MT at the back of the shed 44372 5MT on shed 70004 William Shakespeare on shed A suggestion if I may. If you have a copy of Southern Steam Surrender by John H Bird, please look at page 69, splendid picture of one of the sheds most notable characters Firelighter Ben Nash. Pretty sure Ben had been in the footplate line of promotion and for some reason stepped down to become part of the shed staff. Possibly off to the Rising Sun at the bottom of the shed path in Chapel Hill….. Perhaps you could find a suitable figure for your layout from one of the scanning companies, he would make a fine feature. Good luck with your fabulous rendition of a place that has many fond memories for me. Mike

76067 on shed and off topic at Worting Junction but showing how relatively clean this loco was even a few months from the end, 76067 on a Salisbury to Basing parcels and return towards Winchester.

D58 'The King's Own Royal Border Regiment' on shed at Basingstoke, the slide was processed August 1966 so the actual date perhaps a couple of months earlier. From memory it had failed working either a pigeon special or a troop train and replaced at Basingstoke. It created huge interest at the time, as a 'Peak was very rare. The headcode at this end of the loco facing west looks like 1(possibly X???)26, should a special be Z? Be good to have Stationmaster Mike's opinion. Both those types of special train allow realistic variety on a layout, troop trains being fairly common through Basingstoke, destinations Southampton or somewhere around Salisbury Plain, often with a rare or unusual loco, I use that excuse on my layout, if of course we need excuses! Happy days Mike

Hi Richard, No problem with any delay in responding, I am often not able to spend as much time on here as I might like lol. Totally agree with your comment re railway craft apprenticeships, proper training with wide ranging experience, and taught to think for yourself, the best start to a career in engineering. Two pictures of the shed taken I think in 1967 (sorry about the quality I was only 12 at the time with a cheap camera!) not too far from the end of steam. Although not obvious from the photo 34100 Appledore was in very clean condition probably due to it being a Salisbury loco, there were noticeably the cleanest. In a more usual end of stem condition I cant make out the number of the 4MT Standard tank, it might be 80065, although as that was withdrawn in 1966. I should have waited until the engine was past the chimney of the sand dryer! Up to the end of steam there was a BR Standard Class 4 2-6-4T about as it worked the goods from Basingstoke to Luggershall and Andover Town, I think it came up from Eastleigh each day. The 12T van alongside the loading dock was probably delivering stores, surprising how many loco sheds on layouts never seem to have any stores being delivered, I guess the average steam shed got through quite some oil, cloths, lamps and other consumables, in addition to spares and bits called from the main works for repairs in the depots. I have a few more pics and will sort them out when i get the chance, I am enjoying our reminisce about those far off but certainly not forgotten times. How far have you got with building the layout? Cheers Mike

Hi Richard, Our paths were similar, my apprenticeship (Electrical Fitter) was a year in the training school at Swindon then 3 years in Reading DMU/ODM and Old Oak Common loco, after gaining my papers i was electrician in ODM before moving to S&T Telegraph gang/Installation/Maintenance/Drawing Office. The 4 year BR craft apprenticeship scheme was superb and the variety of equipment we trained on was vast, particularly in the ODM, when the training school was closed and demolished it was a sad day for engineering training. Retired full time a few years ago now working a day a week out of choice, still enjoying it (mainly!). I am sorting out pics of 70D, not many but i will post whatever i have, but for now here are wagon labels I found at the shed by the coaling stage, note the coal was from Markham Colliery, If you could get some Markham coal that would add to the realism!! Also gives a couple of wagon numbers you can be sure were at the shed. Something I have not been able to confirm that in addition to the operating facilities at the shed I recall being told a canteen was provided during WW2, I think it may have been a tea and bun establishment rather than a full sit down meals job, it was according to one source there until closure. Have you any more information? Mike

Hi Richard Wish I had seen this superb memory evoking thread before. Dad was on the footplate as a fireman before moving to the S&T until he retired. BTW 30368 was the engine he was firing shunting the down yard while i was being born in the local maternity hospital! I was at the shed or station (down side London end of station) whenever i could until the end of steam and a little after, so i guess from 1960 to 1969. and went to primary school at Old Basing and started a CM&EE craft apprenticeship in Swindon 1971. There are more pics of Basingstoke and the shed and I will post when i can find them (lol) and loads of anecdotes about the railways and the railwaymen in Basingstoke. If you are interested hopefully some of those might be useful to you. Mike

As the son of a Basingstoke railwayman I can confirm railwaymen would almost always refer to Basingstoke as Basing (not to be confused with the nearby village of that name). Wonderful evocative pictures of the shed, unfortunately although I spent many hours trainspotting on the bank overlooking the shed I was too young to own a camera. There was a missing upright in the metal spear fencing, as long as we didn't actually go onto the tracks we were tolerated. I did occasionally 'borrow' my Dad's camera, but was too young to take good pictures, here is one of the V2 that stayed over at the shed, i think it failed on a railtour, big excitement for us lads but not many of us had an ER Ian Allan book to record it!

Having been a young lad in a pole route gang in a WR depot with responsibility for maintenance and more often repair of pole routes this thread brings back some memories, the most common issue we dealt with was replacing poles that had rotted where they went into the ground and being held up only by the line wires. However, generally, day to day faulting of the line wires was the responsibility of the local lineman/signalling technician. As well as telegraph and signalling circuits pole routes might also carry power feeds at 110V AC or 240v(!) generally to supply battery chargers for such items as motor worked semaphores or colour light signals. Typically for distant or IBS signals, sometimes for point machines. As a note for modellers if you have a colour light signal on your ‘mechanically’ signalled area you might want to think about how you get the mains power supply feed to it. In country areas I can recall instances where the electrical supply authority provided a dedicated overhead supply with poles across fields etc to a cabinet at the railway fence containing a meter and transformer, door on each side, one for the supply authority and one for the railway signalling technician, although often the responsibility for the cupboard and associated equipment was with the Outdoor Machinery Electricians. For the railway pole route any circuits at 110v or above should have red coloured insulators wide spaced on separate arms, often as the lowest arm but not always. As regards positioning the arms, for all circuits GWR/WR practice was to have all the arms on the London or Up side of the pole. If modelling the GWR/WR then only 2 steps generally provided on the pole for the lineman, leg climbing irons and thick leather belt were used to climb the pole, the steps (if provided) were to stand on, however on a pole with multiple arms this was not very useful and we would often stand on the arms. Other railways were sometimes more generous in their provision of steps.

The Signalling Principle up to around the early 1980s as interpreted and implemented on the WR was to keep the junction protecting signal at single yellow with JI until the train had passed over the AWS (thereby giving the driver a caution on the AWS) then the aspect could step up to double yellow or green if the conditions ahead allowed. This required separate train detection between the AWS and associated signal, often an (unreliable) overlay track circuit.

I have only just discovered this interesting thread so please forgive the late entry. The term Block Signalling is rather too general, can be Absolute or Permissive or Tokenless or Track Circuit etc, Slot is rather more specific, see below. There has been some discussion regarding slots and acceptance. In signal engineering there are often extreme examples where the general rules don’t apply, however generally Slots (mechanical or electrical) are applied to a signal or route that is controlled/operated by two control centres/signal boxes. Acceptance generally means one control centre/signal box gives ‘permission’ for a move to take place, the most common applications tend to be on single lines. For instance, on single lines controlled by Acceptance Lever, even Tokenless Block has an Acceptance switch to allow moves to proceed towards the far end of the single line. In support of stationmaster Mike’s comments regarding ‘goodness’ of using lower quadrant signals I would like to add some of my own. There seems to be mistaken view by some that lower quadrant signals are inherently more likely to go wrong side and show OFF when they should be ON. (I am using capitals for ON/OFF not because I am grumpy but that is the convention used in correspondence when discussion signal arm positions!) Before privatisation each region had its own Technical Investigation Department, the lead investigator on the WR at Reading was occasionally informed of this alleged trait by those coming to the WR from other regions. He would reply simply that there was no evidence to back up that assertion and instances of lower quadrants going wrong side according to the statistics were no more likely than upper quadrants, both very very rare. From my own experience I have only known of one failure where it might be thought that lower quadrant would fail wrong side, the down rod, connecting the arm to the balance weight at the bottom of the post broke, the arm stayed resolutely showing ON. If one ever picked up a lower quadrant arm then an upper quadrant arm it would be readily apparent why lower quadrants do not have a tendency to droop under snow or show off when they shouldn’t. They have a very solidly built cast spectacle plate and when picking up a GWR arm it will be very heavy at that end, this helps to maintain the arm horizontal, even when disconnected from the balance weight. Upper quadrants are much lighter as they have gravity to assist the return to horizontal. To emphasise the safety history of lower quadrants there was never any instruction from either the BRB or the DOT (or whatever they were called at the time) to either stop installing new ones or to replace existing with uppers. I have personally been involved in the design of several schemes in relatively recent times where new lower quadrants were proposed, accepted, provided and commissioned. In past times the replacement of uppers by lowers in areas taken over by the WR and replacement of lowers by uppers in former WR areas taken over by the SR and LMR has more to do with regional preference than anything to do with safety.

Railtour somewhere in South Wales in 1987, I am sure someone will know where it is.

Moreton in Marsh before the provision of a turnback move in the Down Main platform and doubling to Evesham in 2011. Note the yellow ground disk.

Finstock in summer 1981, I prefer the 1972 version.

20th April 1985 - Visit of the Basingstoke & District Railway Society to Ryde Works, courtesy of the works manager Keith Bowden.