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  1. The Woodford Halse (GCR) accident in 1935, where the brakes came on the train and the slip caught up, led to the LNER discontinuing the use of slips. The slip coach was for onward travel to Stratford on Avon over the SMJ.
  2. You may wish to compare with and consider Aberaeron, which had a similar stream through the middle, a double track bridge, although as part of the run round loop. The was an engine shed across the bridge, right next to the camping coach. Always wondered how they'd expand that line down to the harbour, perhaps a few more bridges required.
  3. Although the 9F this weekend looked a bit over engined. Perhaps a running in turn?
  4. There are a few in West Wales. Aberwystwyth, Fishguard and New Milford (Neyland) could all be said to be terminus at the end of single track lines. Although Aber was two or three termini in one, and only fully GWR after Grouping (Cam-Rlys) The other two were built by the GWR, or Brunel. Both were aimed at the Irish traffic, so rather than termini were interchanges and had stabling for boat trains and sleepers. Pembroke and Old Milford were at the end of the line for passengers, but had major ports to serve. Three more typical BLT's would be Cardigan, Newcastle Emlyn and Aberayron, A
  5. In the 60's/70s my Gran used to live overlooking, what is now, Fairwater station on the City line. Note sure if it was deliberate, but many of the full wagons used to clank their brakes. We used to live in a new (1968) house in Tonteg where the TVR Llantrisant branch crossed over the Barry Railway. There was a cast sign saying all DOWN trains, to Tonteg BR or down to the TVR mainline had to STOP to pin their brakes before proceeding. Often wondered if the brakes were meant to be pinned down.
  6. My ancestors used to be coal wholesalers in Cardiff, they had their own wagons before they disappeared with war time pooling and then nationalisation. One of my great uncles roles was tracking down wagons to get them returned to the mines. After the war, and nationalisation, with no legacy need to use the railway, they started to hire road trucks instead, although there was a move to supplying the many steel companies in south wales with refractory bricks. The offices were in the coal exchange down the docks. I remember visiting as kid, and thinking as a coal exchange the exchange floor had
  7. I used to travel between Cheltenham and Durham (Uni) 1981-84. On what was later branded Cross Country Trains. First trip in January 81, was MK1 corridor stock hauled by Brush 47. At York a Deltic took over. Later the trains through Cheltenham were then mainly Peak (44/45) hauled, remember getting my bike in the Brake in 82. Then Cross Country got the HST-125, making bike transport difficult. This would typically mean at Durham a ECML with two firsts at the London end, and the Cross Country with one first at the Newcastle end. I think the Cross Country would reverse directions at Gloucest
  8. So something like the attached. The "crossing" could be replaced by two points as suggested in the "Modern" junction. Two other points could be replaced by a double slip as mentioned before. A trailing crossing could be added on the main running lines, above this double slip, but looks too busy with the branch junction. I might be tempted to add something else on the outer main line, but not sure what.
  9. Sorry to confuse. I'd assumed the top two lines were the running lines. (running loops round the room) I hadn't consider a branch (???) So where labelled Fiddle 1. You'd have from the top, Left to right, right to left, then a headshunt. Over at fiddle 2, Left to right, right to left and then the milk platform. So the third road become the goods line with a headshunt and a milk platform off each side. The rest of the yard then was off the Double slip (etc,) and can be as before. I hadn't shown this on my sketch.
  10. I'd assumed the top two tracks were the loop. The next the goods loop. If it was mine, I'd move the current cross over to the inner loop at the rhs C to the lhs C. Then could make a double slip above A. I'd then possibly add a trailing cross over at the lhs C. At the rhs C I'd have a single slip to form the trailing cross over to the outer loop. Then a goods train could depart in either direction. This layout can be seen at Broadway and Winchcombe. (the original thread asked for a GWR goods yard) www.s-r-s.org.uk/html/gwg/S2630.htm and S2632. Both add a siding on the north bou
  11. Due to holidays in the area, I've been considering the Cardigan Branch, this could give some prototype inspiration for your plans. For me, the what to include, and what to leave out is difficult, so your minimalist rethink is of interest... At the end of the branch was Cardigan - which was a single platform station with yard, carriage siding and a shed with a very small TT (0-6-0 only?) The next station at Kilgerran had a double ended siding (or loop!). Boncath and Crymmych were both passing stations with two platforms and sidings. The curve at Crymmych cries out to be in a corner some
  12. There are a few shots of Presteigne Station at the start of David Roscoe's (October) 1962 VSCC film. www.youtube.com/watch?v=c1lDw-j7Veo In 1963 they use the station for a test at the beginning. www.youtube.com/watch?v=W2paqAs4SQ4 These were created for car club members, not Railway fans, but show the site just after closure. New Radnor Station has been converted in to a Caravan park - and some (1950's 14xx) pictures are in the caravans. They have some others on their web site, including a few Edwardian. www.oldstationcaravanpark.co.uk/photo-galleries/photos-the-park-past-time
  13. Not really about Oxford - or other colleges, but some info on PO wagons. Before WWI, my Great*2, Grandfather had started a Wholesale(?) Coal Merchants. The office was in the Coal Exchange in Cardiff Docks. As kid I thought the trading floor had cleaned up well, with all that coal on the floor. Even in the 70's the office had some pictures on the wall of wagons at the Builder's (Gloucester and Midland-Birmingham). Dad has also shown me a ledger, which was from the GWR, which listed every station, to which one of my Great*2 Uncles had add the rates to supply coal from different collierie
  14. A shorter walk would have been to use Malvern Road? Although I assume the (G)WR would have preferred you to use their Honeybourne/Stratford Line to Birmingham. Only with it's closure would you have changed to the MR route. (?) Last month caught the XC Train down from Manchester (for Bournemouth), changed at New Street to another XC from Yorkshire. At Cheltenham there were a few Cl158/9 in the siding north of the station. In the up platform was a train for Maesteg. When the XC cleared the down platform, the So'ton train came off the siding. Now via Bristol and Salisbury rather than Swi
  15. Travelled between Cheltenham and Durham a few times 1980 to 1984. By the end most were HST-125 services. (Both East Coast and X Country) Some of the routing round Chesterfield and to Doncaster or Leeds at weekends could be interesting. First trip in Jan 1980 had a compartment (SK ?), I think Brush 47 hauled to York then a Deltic. Took my Bike in the van early 1982, so I think Mk1 BG (?). Not so easy on the return on the 125. Many of the services through Cheltenham were Peak hauled. As a poor student didn't really notice/use the Buffet!
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