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SED Freightman

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  1. Thanks for the explanation , a traffic flow that I had never previously heard of. It must be a prime contender for the shortest revenue freight flow on the SED, if not the SR. I wonder if the wagons and/or Priory Goods Shed acted as a buffer store for the material prior to delivery to Martin Walker's.
  2. The photo certainly looks like Dover Priory, with the derailment on the sidings leading to the goods shed, I wonder what the Batchelors wagons were doing here, I would have thought three wagon loads would be a lot for local distribution. I cannot find a reference to any Metal Box factory at Ashford, the site you describe was the Batchelors Factory (now Premier Foods), they presumably received empty cans by rail from Metal Box unless there was a can manufacturing operation on site.
  3. Ah, I see. It certainly looks like Beckenham Junction with the the three tracks in front (Platform 1 and two sidings) and the terraced houses on the other side of Rectory Road.
  4. The water tower is marked as 'Tank' on the plan I posted on 28/4.
  5. I think you are correct regarding the run round and shunt move via platform 4 for the arriving train, this would take around 10-15 minutes from arriving in the Down Platform (No.3) and arriving in the Headshunt, assuming not only a suitable gap in Down trains, but also a gap in traffic on the Up Line for the loco to run round. Once in the Headshunt, the train could be shunted in and out of the two CCD sidings as required, possibly the first move would be to set back and attach any empties, then place them out of the way in Platform 4 before positioning the loaded wagons as required. The return train could run directly from Platform 4 to the New Beckenham Spur and back to Bricklayers Arms, alternatively it may have been possible to run directly towards Kent House if required.
  6. The introduction of CCD's was also of benefit to the National Coal Board who were able to despatch blocks of wagons to a single location with one customer (latterly Charringtons at Beckenham Jn), rather than having to load single wagons to possibly two or three small merchants located in a traditional goods yard. Some of the larger CCD's were I think operated by subsiduaries of the NCB such as the Southern Depot Co. and Coal Mechanisation Ltd. As far as local merchants were concerned they basically had three choices if located in a railway goods yard where wagonload services were to be discontinued, a) relocate to a non railway site and receive coal by road from wherever they liked, b) stay put and receive coal by road from wherever they liked, but pay BR a fee for each ton of fuel received by road, or c) receive coal by road from the nearest CCD, which might be cheaper due to the much larger volumes moved via the CCD or they might receive a rebate per ton to cover the cost of road transport from the CCD.
  7. Do you have a date for that little mishap, looks as though the loco has split the points.
  8. With the demise of the C&D parcels business I transferred from the Terminals & Cartage Section on the 3rd floor overlooking the green, to the much better positioned Freight Section on the 1st floor (both in the Western Block) which overlooked the railway. As Oldddudders might just recall, the window sills were quite high and it was necessary to stand up to observe passing trains, which were generally nothing more than a distant rumble. Trains that did warrant a look were the loco off the coal train which would stop directly opposite, but below, the office, while shunting via the crossover. Also, the late running Night Ferry for which we would get a tip off from Control along with the occasional diverted or special freight, the latter generally conveying ferry vans from Dover to Willesden. Yes, happy days indeed.
  9. Certainly no 3rd rail in the yard and probably not in the headshunt, the coal concentration depot had one siding which ran parallel to the platform 4 line, about 1/3rd of the way along it passed over the discharge hopper and then split into two short sidings, each of which would hold about 10 wagons. The may have also been a short cripple siding branching off near the yard entrance, but as yet I cannot locate a plan of the CCD (coal concentration depot). Certainly there would have been no hopper wagons (TOPS type HTV) prior to the CCD opening in 1966 and you can never have too many mineral wagons. The old goods yard would certainly provide a greater variety of wagons and traffic, but model wise would require much more space, a plan showing the pre CCD yard layout is appended below.
  10. Although booked for a class 73, class 33's could turn up from time to time. The yard was not electrified, although the 73 was usually switched to diesel power whilst being uncoupled in the Down Platform prior to running round. Sorry, yes SLU = Standard Length Unit = 21 feet or in simple terms the length of a two axle mineral wagon. The coal depot was equipped with a discharge hopper and also lifting sections of rail to discharge mineral wagons through their end doors into the pit. Over the years, the coal traffic would have mainly arrived in 21T hoppers although even in the early 1980's there was still the odd mineral wagon.
  11. The WTT of Mandatory Train Services, Section M (Freight), commencing 01/05/1972, shows that the only regular freight at Beckenham Jn was the daily service, detailed below, serving the coal concentration depot in the former goods yard. Any services seen passing through on the main line at this time would have probably have been diversions due to engineering work etc. or specials. 8K80 1050 (SX) Bricklayers Arms to Beckenham Junction arr.1110 - Worked by class 73, headcode 1E. 8K86 1205 (SX) Beckenham Junction to Bricklayers Arms arr.1232 - Worked by class 73, headcode 1E. The inward service (8K80) was restricted to a maximum length of 26 SLU's as it ran round in the Down Platform with the loco shunting via the mainline crossover at the Shortlands end, before hauling the train back towards New Beckenham, prior to shunting the coal depot sidings. An interesting book to look out for, if not already in your collection, is The Railways of Beckenham by Andrew Hajducki, published by The Ardgour Press, this contains photos, plans and details of goods and other traffic through the years.
  12. In the early 1980's similar notching was found in the tunnels between Charlton and Woolwich Arsenal, thought to have been possibly caused by the raves of MGR wagons on diverted Northfleet services. This was around the time that the standard freight loading gauge had been increased from W5A to W6, net result was a general ban on W6 gauge wagons between Angerstein Jn and the north end of Plumstead Station with the exception of those specifically authorised in the Sectional Appendix, primarily aggregate wagons passing to / from Angerstein Wharf.
  13. Interesting, I guess that within the civil engineers organisation assistance could be obtained from their own gauging section staff if necessary although our Traffic Dept inspectors certainly got involved with the more unusual movements involving bridge sections and the like. P Way depots would certainly have had staff competent in loading and securing the various types of excavators and bulldozers that appeared on ballast trains in the past, and presumably also at relaying sites when the machines were reloaded after use.
  14. At the few container terminals I had dealings with, there were overheight detectors on the exit line, these shone an infra-red beam across the track, set at the appropriate height for containers loaded on standard flats, an alarm would be triggered if the beam was broken.
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