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101

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  1. Just noticed this, many apologies as Rumblestripe has correctly pointed out, I linked to the wrong thing. this is what I actually use - don't know why I didn't just take a photo in the first place!
  2. I've often wondered why that thread is hidden away down there, instead of being in the prototype forum
  3. I often use this stuff, dries very Matt, if you google it you will find a lot of military modellers use it. I don't like using the airbrush much because of the hassle of cleaning it afterwards, but if you dilute this first it sprays easily and you can just run water through to clean after using it. *please ignore the photo as its wrong - I should have linked to a photo of their Matt varnish - see posts below
  4. I'm fully aware of the situation today, however the railway then (prob 30+ years ago when I had that conversation) was a very different place, and in this instance the instruction being issued was that you stopped 6ft short and remained 6ft short. It quickly died a death though, presumably because it was realised it simply wasn't practical in many places.
  5. Whenever you took a loco onto a shed (depot) unless you were met by a shedman or fitter asking you to stop in a particular place you just buffered up to the loco you arrived behind, and the shedman would move it for servicing/stabling. Similarly if you were stabling the locos you just buffered them all up to the stop blocks, unless of course there was a crossing to be kept clear. If you left room between them all you could have quickly run out of space, and if you think about it leaving a gap may have tempted others into taking short cuts between them. The stopping 6ft short of everything is a fairly new idea, and I well remember a 'safety manager' who I'd known previously as a guard, getting upset because I didn't take him seriously and laughed when he told me I had to stop 6ft short of stop blocks, and if I didn't he'd discipline me for a collision!
  6. The only time we had the upper hand over the signalman - you had to let us savour it a bit!
  7. Declaring a failure is (or at least was) correct railway language. If you had problems, if there was a phone handy (much easier with today's cab to shore) you spoke to the signalman - no signal persons then! - and let them know what was happening, they would ask if you were a failure, but you would usually say give me a few minutes to try to sort it out. If there was no joy you would go back to the signalman and "declare" that it was a failure, that was the words the signalman needed and he then knew that you weren't going to move and could start arranging assistance.
  8. In my time I never heard anyone use "turnout" for a point, the pway more commonly called them crossings, which confused me when I first started, but I also heard them use switches as well. But I don't ever remember traincrew/ops staff calling them anything other than points.
  9. Which was a right pain in the bum if you were running L/E with a pair of locos as you had to climb into all four cabs when changing ends. In later years a few 37s were modified to switch them on/off at the same end - causing the wrong lights to be displayed at times!
  10. It's not very old - but this is from a signalling notice (yellow peril)
  11. I signed the road for many years and only ever knew them as Twerton long and short tunnels
  12. Very strange looking without markers and no numbers either?
  13. Indeed, I worked it on several occasions too, and like you say we didn't know exactly what we were doing until we were handed the Brown envelope - however the system was slightly flawed by the fact 'Turn A' or 'Turn B' was written next to your name on the daily sheets instead of the usual diagram number for several days beforehand! Plus the fact that an inspector usually pulled you to one side a day or two before and reminded you to wear all of your uniform
  14. Stoke Gifford (Bristol Parkway) was another of the many yards where this was done - the hand crane stayed there into the late eighties.
  15. I was sent to rescue a HST once after it had hit some cows - 47 on the rear and drag it back - I think it had hit 3 cows, we went over the remains of at least two. After coupling up I walked forward to have a look how things were progressing - I had brought fitters (and P way) out with me - and remember vividly the damage to the front of the HST basically everything below the buffers/headlights was missing or destroyed. However the thing I remember most was not blood or guts but that everything was covered in part digested grass and it stank!
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