Jump to content


  • Content Count

  • Joined

  • Last visited

Everything posted by 4069

  1. No, it's a GWR auto-trailer (possibly a former steam railmotor) in GWR post-war livery.
  2. You might stand more chance of a reply if you ask in "UK Prototype Questions" https://www.rmweb.co.uk/community/index.php?/forum/72-uk-prototype-questions/
  3. The picture in Pigram & Edwards featuring SRM 98 also appears in cropped form on page 59 of John Lewis' SRM book. He is confident that it is in brown, and is also sure that all the SRMs were originally turned out in brown and cream, with the last appearing in February 1908, and all-over brown starting to be applied between July and September that year.
  4. Sorry, no, I can't say whether it is brown or lake in the picture.
  5. The ballast is interesting- looking at http://www.gx2006.co.uk/railway_operation/pages/gx2-13-gerrards cross station c1907.htm , the down loop apparently had darker ballast along a lot of its length than the other three tracks when that picture was taken, which (judging by the the absence of sheds and the pristine state of the footbridge) may indeed be a couple of years before our mystery train. I suspect that the stone used was not as well graded as it is these days, and probably came from more diverse sources, so it's not too surprising that there are differences in appearance. Looking at the Newton collection, there may have been drainage problems in the cutting at the London end of the station, which may have led to some reballasting in the early years. That's all speculation, alas.
  6. The later we go the less likely it is that all the vehicles in the train would still have been in brown and cream- I think the light roof of the A9 implies that it is fairly new, and the foliage suggests spring, so I'm going to stick with early 1909 as the latest date. The Newton pictures of the building of the new line shown that the ballast was not all as light-coloured as new ballast is these days. I don't really understand your last point- Gerrards Cross is a very distinctive location, featured in many published works, and even if I hadn't been personally familiar with it for more than forty years I would have immediately recognised it.
  7. Some interesting points there. In the shed-less "1910" picture of the station nameboard, the platform fencing is incomplete (compare with the picture on page 32 of the Oakwood Press book), suggesting it is very early. On reflection, I'm inclined to agree that the "1906" picture may actually be later (possibly the date was meant to refer to when the station was built), though that doesn't explain the absence of the shed from the "1914" picture. There's a picture on page 92 of "The Final Link" by Edwards & Pigram, showing 1908-built railmotor 98, in red, in the station in what is claimed to be 1912, and the shed is not only present but has acquired a neighbouring corrugated-iron structure, also on stilts. So I'm happy to conclude that the coach is an A9 and the original picture dates from 1909- and the dates of most of the other pictures are wrong too. Thank you all for your help!
  8. This has eight compartments, C25 has ten.
  9. What is the third vehicle of the train in this picture? The date (1906) seems unarguable as the line and station opened in April that year and are clearly brand new. However, the train includes something which looks like nothing so much as an equally new A9 toplight First, which weren't built until 1908. I can't find anything earlier than that in Russell or Harris which might fit.
  10. Gate wheels are interlocked with the signalling, and when gates are replaced by barriers they are also interlocked with the protecting signals. At Moreton-on-Lugg the signaller replaced the signal to danger immediately in front of the approaching train, and then raised the barriers. The missing element was any form of approach locking which would have prevented the barriers being raised with a train closely approaching. It wasn't WR practice to provide this at the time the crossing was converted to barriers in 1975, and it was never included in any subsequent upgrading works.
  11. I was recently given the box set of the BBC's first (Ian Carmichael) version of the Lord Peter Wimsey stories. In 'Murder Must Advertise', made in 1973, one of the characters meets his end by being pushed in front of a train at South Kensington. The station is a thinly disguised Horsted Keynes. The train, which is on screen for less than two seconds, is an extraordinarily convincing substitute for Metropolitan 1913 stock, which would be absolutely right given the story is set in around 1928: It's actually the Bluebell's LBSCR Directors' saloon, but doesn't it make a splendid Underground train! Stuart J
  12. 4069

    The Engine Shed

    Very nice, but Duchess of Atholl can't have been at Shrewsbury in 1935- it wasn't built until 1938!
  13. I'm pretty sure the signal in 15 is GW/WR- the finial has been cropped off the photo, but all the other elements of the signal are standard products of Reading works.
  14. Handrails and the associated knobs are a very noticeable improvement in the last 20 years on both Hornby and Bachmann. The others have not all followed- the Rapido Stirling single is very much spoiled by overscale handrail fittings, in my view.
  15. It looks as though the gantry originally spanned three or four tracks, but by the time of the photograph the additional line on the up side had been taken out- see here The post on the left could have been for a signal applying to that line. Although the SRS diagram is dated 1945, the interlocking changed quite soon afterwards as a result of the accident described here (sorry about the poor quality of the report printing - a wartime economy measure). To try and make sure that if a train left the terminus against a signal at danger, it would be routed onto the up line rather than into head-on collision with an arriving train, the Southern rearranged the way the pointwork in the station throat was controlled. The technique became known as "Caterham locking", and is still sometimes referred to as such today- see here (paragraph 11) for how it didn't quite work as planned at Bognor Regis in 2008.
  16. I think what you are seeing is stay-poles for bracing the gantry, one either side on both sides of the line. The whole thing is freshly painted, and the stay-pole on the right of the line, this side of the gantry, is almost hidden from view by the end of a building.
  17. Oxford University Railway Society, actually- but presumably you all knew that.
  18. In print, "Samuel Telford Dutton" by Edward Dorricott, pub. Signalling Record Society, page 96.
  19. That line isn't owned by London Transport/London Underground, it's a part of the main line system which LT trains run over. Those platforms are also used by Euston - Watford services, which is why the platforms remain high. There are 'compromise height' platforms on Underground lines which are used by both Tube and Surface stock, such as Rayners Lane - Uxbridge (Metropolitan and Piccadilly).
  20. I'll stick my neck out and say no, such a thing would not be prototypical. Intermediate sidings on single lines existed, but they were there to serve sources of traffic: factories, wharves, military camps and depots. Refuge facilities would always be, or be associated with, a passing loop, for the signalling and operating reasons that others have mentioned. There were, on the GWR, some crossing loops not at stations (Leigh Bridge and Kentford on the Minehead branch, for instance), but those facilities were provided to enable extra passenger traffic, rather than freight. But hey, rule 1 applies.
  21. Another Zenith EM user here. 1/60 at f1.8, nine o'clock on a wet January morning in 1982. It shouldn't have worked, but... We thought it would be the last time we would see a Deltic on the main line. Hard to believe it is getting on for forty years ago!
  • Create New...

Important Information

We have placed cookies on your device to help make this website better. You can adjust your cookie settings, otherwise we'll assume you're okay to continue.