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  1. One of the Met British Westinghouse camel back locos (No 1) was modified to operate as a departmental loco on the GN&C (Met) branch. It was based at Drayton Park depot. It operated on the line as No 21 (latterly as L33 under the LPTB). It would have become surplus to requirements in 1939, when the GN&C line came under Northern Line control and henceforth started operating Standard tube stock. It lingered on until it was broken up on site at Drayton Park in 1948. So, one example of the type existed in operation for some considerable time after its nine stablem
  2. Am I being unnecessarily pedantic or does anyone else find the likes of former GWR Prairie tank locos and BR 4TC sets, which have no former connection whatsoever with the Met or LT, being tricked out in faux Met/LT livery utterly fanciful and somewhat pointless?
  3. I suppose that we must be grateful that TfL are taking a more relaxed view on excursions of Sarah Siddons (and Steam on the Met). However, I cannot help but be disappointed by the incongruous combination of locos and carriage stock that are generally employed.
  4. I once made an unintended visit to the Croxley Depot. A friend and I, deep in conversation, boarded a 501 standing at Watford Junction intending to travel to Kenton. Once it had set off, it was not long before we noticed that it was not proceeding along the regular route. Once we had reversed into Croxley Shed, we had to climb down from the carriage and, rather sheepishly, make our way past bemused cleaners and out of the depot. I doubt very much that we were the only ones who had ever done this.
  5. I would like to see r2r versions of Met G,H and K class locos, along with appropriate Dreadnought coaching stock. Being a rather niche area of interest, this is probably unlikely to happen. Mind you, Bachmann were prepared to model a piece of fanciful nonsense (the London Transport L150 Prairie tank), which I would place in a category similar to that of Thomas the Tank Engine. I expect that LT Museum sales potential had much to do with this.
  6. Well done for having the patience. I applied for registration on District Dave's a couple of years back. There came a point in the process where they wanted me to provide a kind of curriculum vitae. I thought, "Blimey, it's only an enthusiasts online forum, not an employment application. Blow this for a lark" and proceeded no further. Reading between the lines, I think that there had been some internal politics and trolling going on, but it had nothing whatsoever to do with me and I really wasn't interested. Maybe things are more relaxed now, but I notice that the level of activity on
  7. <<<The advantage of the chord was that it gave more flexibility for the "Fast" Uxbridge services as they could run through Harrow, via platform 1. making it possible to overtake the ex-Baker Street All Stations service that had left Baker Street ahead of it, after the All Stations had left Harrow by holding the Slow in the exit from the flyunder.>>> Yes, that all makes sense, except that the arrangement seems a little asymmetrical, in that there was no similar provision for up fasts. I could see that potentially having a bit of a stacking effect.
  8. Thanks for that info, E_L. I had absolutely no idea that the connection existed for so long. My trips to Uxbridge always involved a change at HOTH, so I always travelled via the underpass. To be quite honest, I didn't even realise that there were fast services on the branch. I thought all that sort of jazzy stuff was restricted to the main line. It must have involved some neat timetabling, as the terminal facilities at Uxbridge are limited to three roads and those had also to cater for the Met stoppers and the Piccadilly Line service.
  9. Does anyone know a reason why, for a considerable period after the introduction of the flyunder connection onto the Uxbridge branch at Harrow North in 1925, a level connection was maintained with the fast down line? It was eventually removed. I don't really know when, but it was still in place on the 1948 Harsig diagram. http://www.harsig.org/PDF/Uxbridge_Branch.pdf It can also be viewed here. http://www.britainfromabove.org.uk/image/epw018756?search=harrow&ref=55 (You need to register to be able to zoom in.) My first thought was that it was to facilitate a connection
  10. I've just found a very early (1921) view of the of start of the gravel workings branch. Being 1921, it is prior to the electrification of the Met line to Rickmansworth and prior, also, to the construction of the Watford branch. As can be seen, the connection at that time was made from the up mainline via reverse exchange sidings. The connection from the down line is made via a reverse crossover. Not the most straightforward of arrangements, perhaps, and all controlled by a signal box sited just North of the bridge over the Grand Union Canal. I think this box was resited North (next to
  11. Not strictly true. The tunnel was conceived as a means of crossing the Thames for the use of pedestrians and horse-drawn carriages. In the event, it was used only by pedestrian traffic. Such was its commodious size that a certain amount of complementary retail trade took place along its route. Its dimensions, as constructed, were greater than those required to meet any British main line railway loading gauge. It opened to the public in 1843 and as a pedestrian tunnel, but its use for this purpose was not financially successful. The tunnel was acquired eventually by the East London Railway
  12. Nicely weathered version of No 20 if you're willing to stump up another forty quid or so. http://www.themodelcentre.com/HEL9000TMC/
  13. In addition to the coal yard / Nash builders sidings and the turn back siding, there was once a double siding north of the South Harrow branch junction east of the Rayners Lane road bridge. These were sidings built for another local builder involved in the development of the area, E S Reid. The area occupied by these sidings is now occupied by a private car park. There were also tip sidings in the waste land area within the apex of the South Harrow branch junction, which were accessed from the north side of the junction. This area of land is now occupied by the recently redeveloped housin
  14. Maybe that is why they have introduced these rather irksome and slightly intrusive hurdles. Those who joined of old probably did not experience it. The downside is that it might put people off joining. It did me. It does tend to give the impression of being a rather exclusive and unfriendly club. As I say, it is an interesting site, but the throughput of the forum is somewhat slow. Maybe there is a reason for this.
  15. I once attempted to subscribe to the District Dave forum. It started well, but then reached a stage where you had almost to provide a CV and references. I just thought, 'Oh, blow it'. It's a good forum, but there are golf clubs that are easier to join.
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