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anroar53

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  • Location
    South Coast
  • Interests
    With several thousand pages of work diaries covering 40 odd years and three regions of BR, still wondering whether I ought to be writing a book about it all. Other than that like to get outdoors and some long distance walks.

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  1. A Euston bound Express passes Linslade. A diverted Midland service for Sheffield crosses from the Down Slow to Down Fast Line at the north end at Watford, after providing a connection into the St. Albans Abbey branch. Harrow. Looking south. The southern approaches, outside the Box at Watford. Waiting to leave the Reversing Sidings at Harrow after the southbound Bakerloo service has vacated Platform 2. The first glimmer of light on an overcast November Sunday morning. Pas
  2. During the 1970s there was a regular staff train at the southern end of the WCML, that was usually a Cravens 105 DMU, 0100 Watford Junction to Euston, and the 0149 Euston to Watford Junction. (This unit worked the St. Albans Branch during the day). At this time it was the only scheduled service to call at the Main Line platforms at Queens Park. If the DMU wasn't available the train would often be formed of a 501 via the DC Lines. The early hours of Sunday morning could produce an assortment of 'unusual' DMU workings to and from Bletchley, apart from the regular Cravens 105 I have noted a Maryl
  3. The Up Postal passing Harrow. The southern approaches to Watford. Harrow interlude as the Branch freight arrives from Stanmore. Looking south from the bridge at Harrow. Southbound class 3 Parcels at Linslade. The Widnes to North Wembley BOC Tankers pass Harrow. The Stanmore shuttle approaches platform 7. Northbound through Watford. The Manchester Pullman overtakes a Dagenham to Halewood working approaching Watford.
  4. I'm not sure now, the pictures I took were around 15 years ago during a routine UAT Exam for the Ploughs.
  5. Hopefully this will answer some of the questions ? The 'Essentials'. Tool Box and ladder below Air tank. Handbrake. Looking forward to the sharp end. Note the Brake Release cords leading away from the Brake Cylinder. Front cover removed from the Plough End showing the stowed Brake Pipe connection for the sharp end. Attachment of the Towing Bar at the sharp end.
  6. According to some old traffic reports I found 6981,6991,6998 and 6999 appeared regularly on freight workings out of South Wales.
  7. I can remember from the last days of Somers Town Goods Depot (St. Pancras) the old covered Milk Dock at the north end of the Depot being used by the GPO to unload/load Bulk Letter Mail and Parcels. The vans in use were almost entirely of the Vanfit/SPV variety. They would arrive in the early morning to be unloaded, as only about 8 vans would fit either side of the platform the 08 shunter would make several trips to unload everything. In the evening the Vans would be loaded up with outgoing mail and Parcels before being shunted into a longer outgoing train. You could see the operations going on
  8. Southbound Freight passes Watford on the Up Slow Line. Harrow & Wealdstone looking south. Passing the Depot at Watford. North end at Watford looking south. Northbound Sleeper service and Freight exit the tunnels at Linslade. Approaching Harrow from the south. Must be the Peak hour, as the Stanmore Branch DMU is formed by a pair of Cravens 105s. The Widnes to North Wembley BOC Tankers head through Harrow on the Up Slow Line.
  9. I can remember doing fortnightly checks on the concentration of the acid levels in our local Carriage Washer. You would draw a small measured plastic beaker full from the main tank, then add a tablet into the beaker. This would dissolve and the liquid would change colour. I can't exactly recall what the various colours were now but the results had to be entered into the Washer Log Book and arrangements made to either dilute the mix if the acid content was too high, or add more mix if it was too weak. I vaguely recall the optimum result of the test was supposed to result in the sample turning a
  10. The Branch Freight from Stanmore arrives in the Yard at Harrow. A Euston bound Express passes a pair of 501s as they brake for the station stop. A Derby Lightweight DMU approaches Harrow after another trip to 'The Village'. An 84 heads a freight south as an early liveried 86 overtakes on the Up Fast Line. A class 4 Parcels rattles through on the Up Slow Line at Harrow while an 08 waits to enter Harrow Yard after a short working along the Stanmore branch. At the north end of Watford an Express parcels service overtakes a
  11. I remember there were two at St. Pancras in use in the late 1970s, seemed to have been converted from some old Stanier Full Brakes, and I think they were painted in plain rail blue at this time. During the Steam Heat period one was on the stops of Siding 8 between platforms 4 & 5, and the other was on the stops of either Siding A or B between platforms 2 and 3. I remember seeing them in action on a Sunday morning after finishing night shift. There would be a plume of steam going up into the roof showing they were running. They would disappear during the Summer, which may have been for thei
  12. It's probably the 1143 Hastings to Brighton Student Special I mentioned in my earlier post ?
  13. Most services used Platform 4, its main claim to fame was when this happened back in 1958. http://www.railwaysarchive.co.uk/eventsummary.php?eventID=608 Going back to the BEP thread there is this nice photo on Flickr of an 8 BEP at Seaford.
  14. For a number of Summers from about 1987 an 8 CEP was utilised between the peaks to run a 'Student Special' from Hastings to Brighton and back leaving Hastings at 1143, I think it was a limited stop service fast from Bexhill to Eastbourne, and I think only called at Lewes on the way into Brighton ? The only trouble was that the sets were not available until after the morning peak, and by the time 1143 arrived most of the student traffic had already gone on earlier service trains. I'm not sure of the return working but it came back in time to form one of the Up London services via Battle.
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