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robertcwp

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  • Location
    Surrey
  • Interests
    Coaching stock, carriage workings, BR era up to 1982.

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  1. Here is 6322 at Highbury & Islington in 1989: 2-EPB_6322_Highbury_27-3-89 by Robert Carroll, on Flickr These units were outshopped in 1958-9, not earlier in the 1950s as suggested above. They appeared long after the BR Standard 2-EPBs did and were the last Bulleid units to be built, as noted above, on reclaimed underframes from withdrawn 2 Nol units.
  2. In the summer of 1939, and for many years prior to that, there were two trains a day between Marylebone and Bradford and return. Like much else on the GC, they fell by the wayside during the war. There was a brief attempt to revive them in 1946 but the coal crisis in the severe winter of 1946-7 put paid to that. The South Yorkshireman was just a kind of reinstatement of the morning up and evening down trains, albeit that the down working left much earlier than it had done pre-war as journey times were increased significantly. Pre-war, the down evening train had taken approximately what became the down Master Cutler path. I don't know whether those trains ran via Halifax. When the South Yorkshireman began, it did not, running instead via Cleckheaton. It later switched to running via Halifax.
  3. I'm so in the habit of referring to Summer [year] Timetable and Winter [year] Timetable that I often forget that it's summer and winter when in the general sense.
  4. It's not Thompson catering, it's an ex-streamlined twin restaurant second-open second pair. In the 1950s, their regular workings were one set in the West Riding and two in the King's Cross-Glasgow. I think this left the remaining one spare. By around 1960, they had been displaced from those workings. I agree this is probably a Saturday extra of some sort.
  5. I don't have the Summer 1959 or Summer 1960 East Coast Carriage Workings but I have the Winter 1959-60 edition, which shows restaurant twins still in the King's Cross-Glasgow train (two sets). The Summer 1959 GN book shows a restaurant twin still in the West Riding. That would leave one spare, and it could well be the spare that is in this image, if it is from 1959. By the Summer of 1960, the West Riding had lost its twin. By the Winter of 1960-61, the King's Cross-Glasgow no longer had the twin restaurants either. If the image is in fact from 1960, it's probably a Saturdays only or relief working.
  6. Not sure what it is. Any idea of the date? The engine has the late emblem, double chimney and AWS I see.
  7. If the GN is virtually flat then something else must cause some of the engines to struggle a bit, possibly the curve round onto the scenic section. Your train formations comment might explain the missing BSO from the Talisman.
  8. Does that mean you are volunteering to provide the trains to fill a GN fiddleyard doubled in size?
  9. The plan I hatched was to take the maroon BSO off of the West Riding and put it in the Talisman as the colours match and the Talisman was typically all maroon in the Summer of 1957 as the stock had just been overhauled and fitted with roller bearings. I doubt that the West Riding was all maroon in the Summer of 1957. The one photo I have of it from that year shows crimson and cream stock. No headboard but the formation matches and some maroon is just visible, meaning it's no earlier than 1957. The date provided with the negative was a Saturday: 60141_WestRiding_Hatfield_6-7-57 by Robert Carroll, on Flickr
  10. It would take quite a while to run 50 trains on Retford. There are three GN lines in each direction that can hold two trains so there is capacity for a few more than appear in the photos, which may date from before the GN fiddleyard was adapted for two trains on one line, which Roy had hitherto been against having. Sandra and I thought about timing a train round a circuit if it was doing 65 mph through the station but didn't have time last weekend.
  11. I see now, I was looking at the caption above the photo.
  12. I think this view is the other way round. The trains on the right-hand side are heading north and will cross over the GC fiddleyard before entering the scenic section at the 'south' end. Those on the left are southbound trains that will enter the scenic section at the Babworth end. This photo shows in the background a complete maroon Talisman set behind the West Riding set (also all maroon). I find it odd that the London end BSO disappeared from the Talisman and did not make it to Sandra. I would have thought that Roy would have built the whole train rather than have one carriage that belonged to someone else, but perhaps not. I thought that Thomas and Gordon were for Roy's grandson but I might have been mistaken.
  13. Now you mention it, I think I saw a photo of that unit on High Dyke. It did not survive with the layout to pass into Sandra's ownership.
  14. Interesting to see a couple of DMUs here. They must have belonged to someone other than Roy. The one on the right that is off the rails is a Derby heavyweight (later Class 114). One of those would be right for Retford in 1957 as there were one or two DMU workings then and the early Derby lightweight units (like the one on the short siding) had all left Lincoln by June 1957.
  15. Having operated Retford for the first time last weekend, I was very impressed by how the engines handled the trains. The GN circuit is not level - there is an incline up to the off-scene bridge over the GC fiddleyard. Long trains seemed to go up that with ease behind one of Roy's engines. It's worth remembering that some RTR engines can handle sizeable trains too. The Bachmann Director that Sandra has re-gauged managed about 17 RTR carriages, which are much lighter than kit-built ones but still impressive.
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