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Everything posted by nigb55009

  1. The map is pre 1923, it shows a tramway down to a colliery screen. The photo is obviously much later, but the method of loading, even the location of the loading equipment are different. When HAA wagons came into use a rapid loader was installed. Trains of empty wagons were propelled from the main line. The loco, or locos, would run round before propelling the wagons under the loader. There were also weighbridges which the wagons would pass over. At the time of the tramway the colliery`s own loco would probably have taken wagons to and from the screens. The later line would have curved round to the colliery, below were the tramway is on the map. The rapid loader was in a straight towards the pit head IIRC.
  2. The foot bridge goes over the lines into Point of Ayr Colliery. I can`t remember if it was staff accessor a public footpath. If you look closely under the footbridge you can just make out the overgrown track.
  3. Those are chemical tanks not oil. They`re probably heading to ICI at Burn Naze on the old Fleetwood branch. They used to come from Folly Lane at Runcorn, IIRC.
  4. IIRC, these coil trains ran from Ravenscraig to Dee Marsh. The trains still run according to Realtime Trains, but come from Margam.
  5. The van looks to be lettered as a " COV AB", if you look through the signal ladder you can just make out the vacuum pipe. It was a through pipe, so no brake when operating in vacuum. The van in the earlier photo of D820 Grenville would be of the same type. The code was later changed to VAB and then VAA when the through pipe had been removed.
  6. Class 50s were frequently found on Freightliner trains on the northern part of the WCML, before their transfer to the WR. They worked north of Crewe and into Scotland, some even worked to Holyhead.
  7. Exactly, when a loco was attached to a train prior to departure, if a pilot loco had been added or loco changed en route. It could also happen as a result of a portion being attached or detached at somewhere like Carstairs for example, where Glasgow and Edinburgh portions were split/ coupled. Sometimes this would result in a Buffet car becoming the last vehicle, so the butterfly would be used instead of the valve in the Guards van.
  8. Incidentally, the butterflies could also be used to carry out a brake test, if the train was stood in a platform and the rearmost vehicle didn`t have a brake van. Just turn the butterfly as if the cord had been pulled, then reset it after the brakes had been applied.
  9. It`s the communication cord. It`s linked to the train vacuum brake pipe. The metal part sticking out at roof level ( with the hole in it) is to rest the brake pipe after use.
  10. You`re right about the cab of course, I was referring more to the noise that would have greeted his sudden realisation that he shouldn`t have accepted the route he`d been given.
  11. According to " Woodhead, The Electric Railway" (Foxline Publishing), when 25kv was installed, all OHLE masts between Ardwick Junction and Piccadilly station were renewed, including the goods yards to the east of the station. Special instructions were introduced around 1969/70 after an incident involving a DC locomotive. The diesel hauled Harwich boat train failed and was rescued by an electric loco. However, no one told Piccadilly Signallers, who routed the train into it`s usual platform 6. Only platforms 1-4 were DC 1500v. The details of the damage caused are not recorded, although we can probably guess the Drivers reaction. The same situation would have occurred at Oxford Road. The 25kv ran as far as there, where the MSJ&A ran into the bay platforms. Any station overruns would have produced a similar result.
  12. In the early 80s I was a shunter for BR at Bickershaw Colliery Sidings. The NCB staff had two diesel locos, Western Queen and Western King. Each loco had its own dedicated crew which consisted of a Driver and two Shunters. For a brief period during 1982 the diesels had a major problem with their batteries, which resulted in the use of a steam loco, until the problem was resolved. IIRC, the loco was No 7, which still carried a ficticious livery, having been used in the filming of a childrens TV series called " Hills of heaven " i think the series was written by local author Brian Finch. I can`t remember the locos real identity, possibly Repulse or maybe Hurricane.
  13. Sleeper services are subject to an 80mph maximum. IIRC, this falls to 65mph between Carnforth and Carlisle. As you say, to provide a greater degree of comfort. Although when I travelled from Inverness to Euston I found that drinking Deuchars IPA in the bar as far as Perth also helps.
  14. Agreed, but when people are travelling overseas a long journey to the airport is accepted as part of the whole trip. A traveller from Newcastle would be able to catch the service at Carlisle, as they would do with the present Caledonian Sleeper service.
  15. If the service ran via the WCML, it would have direct access to HS 1 via the North London Line.
  16. The Willesden area does have its attractions, but my preferred location would be able to run SR EMUs on the DC lines, rather than class 501s. I don`t have the skills to convert Bachmann 2EPBs to NLL stock, I suppose it`s a bit of a compromise really, but it means I can also operate local trains from the ECML into Liverpool St, via the Graham Rd curve, as happened after the closure of Broad St. Cross London freight adds to the variety of locos and rolling stock too.
  17. Thanks for your replies gentlemen, it`s much appreciated. As stated on the wiki page, coal would have been the main reason for developing the route as a freight artery. I would assume that the Graham Road curve would have been built much earlier than it actually was. That would give access to the ECML and WCML, via the North London Line, but no mention is made of passenger trains. Would they terminate at Cambridge Heath or would further electrification via Graham Road have taken trains Dalston Junction then into Broad St? Even trains along the NLL as now, were trains from the former Southern Region now run via the ELL and terminate at Highbury and Islington. The present day route of the ELL is over the GEML at Shoreditch and up to Dalston Junction. I`m in the process of planning a layout based on current NLL/ELL, third rail DC lines run parallel with 25kv overhead lines, but change the traction to the early 1970s. This would allow SR EMUs to run alongside AC electrics, as well as classic diesel traction. My preferred location is between Canonbury Junction and Dalston Western Junction, as this would mean loco hauled services, as well as DMUs could run to Broad St from the ECML. I have always been interested in the cross London lines because of the wide variety of locomotive classes which used the routes, both steam and diesel. If, like me, you want to run classes which would otherwise be incompatible, it`s the ideal solution. Unlike other might have been scenarios, history has already made it possible, all I want to do is change the time frame. Thanks again for all your help, Nige.
  18. According to the Middleton Press book " The East London Line", there was a plan to build a tunnel from Shoreditch to emerge near Cambridge Heath Station. Unfortunately I haven`t been able to find where this line would have terminated, or if it was meant to go beyond Cambridge Heath. The tunnel can be seen on maps in the book as well as the usual other map sources. If anyone knows any thing about the route planned by the ELL, I`d love to hear your thoughts.
  19. Several GUV fitted with through control air pipes and blue square multiple working cables. This enabled their use in parcels trains formed by DMUs and DPUs. The unit in the photo looks like a class 116 DMBS that would have had it`s seating removed to provide additional power cars for parcel traffic. BR only a small fleet of purpose built DPUs, namely, class 128 and 129, built by Gloucester RC&W and Cravens.
  20. I remember when i first started on BR some of the old hand drivers and guards used to talk about picking through bunches of bananas that had been sent to Ince Moss tip near Wigan for disposal because they had been damaged in transit. The ones in the middle of the bunch were still edible, this was just after WW2, so bananas were quite a treat at the time.
  21. I must admit, I did use the old interweb. I always thought Fyffes, Geest etc, had warehouses at docks rather than inland. I assumed trains were run by the railway companies themselves rather than as company block train. Everyday`s a school day, as they say.
  22. Birmingham, near Moor St Station. I think it`s off Allison St. Geest bananas had a warehouse in that area.
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