NorthEndCab

Some of the the old hands at work were involved with the testing of the 60’s when they were being developed. One (possibly apocryphal) story they like to tell (over and over) is during the testing to see what the maximum load a 60 could start on the level they kept hooking wagons on until it wouldn’t move, eventually with only a couple of wagons left in the yard the train stopped inching forward, but then they noticed that it was instead moving the rails themselves in the chairs towards the stop blocks.

Managed to clean the image up slightly, unfortunately the colliery name seems more out of focus on the original than any other part! So not that helpful sadly. i do think your first letter is “B,” though.

That’s gone now, it’s open to the lane.

I see. The wall must have been demolished then. It doesn’t look like it would cope with being moved. Although it could be sturdier than it looks.

That’s the exact location. It mentions there being two, so i think it may be the other

Thank you for the prompt responses! It’s very near the old LNWR Buxton - Ashbourne line, but I’m still in awe of how they got it up there given the width of the sunken lane leading up to it.

Whilst out and about in the Peak District I came across this somewhat dilapidated goose house in a field at the top of a hill. It looks familiar but also not, and I was wondering if anyone with more skill in recognising old rolling stock would know if it is indeed a wagon or just a wagon-like structure? Unfortunately I was unable to get a clear picture of the ends due to a rather territorial goat. Many thanks

The bridge replaced at the weekend was the one nearest to Glendon. Near where the contractors compound is. Just up the road from the triangular tower, for those that know the area. And I must admit at being sad to see the old arched bridges going.

The messroom lawyers are usually of the opinion that a “Clause 9,” involves them, “taking your pension.” Although the only (very few) people I’ve seen get the modern equivalent have usually resigned or had some sudden ill health shortly before, so I’ve never seen that theory tested.

£350m a year? I’ll get you 250 guys with chainsaws for a bargain £349m a year and solve your problem.

Yes, this would make sense, also see the post below about not stopping with the chimney under the bridge, which was something I was unaware of. Possible I guess. But the area is fairly sheltered for the Peak District, and it would be odd for it to just be one half of the bridge? I had an inkling about something like that but not sure; so thankyou for your confirmation. That’s a good one. Could certainly be an influencing factor. I’ve noticed it on the unrebuilt bridges on the MML too, so that’s a really good suggestion. From what I gather the majority of traffic was heavy (banked) coal trains. So that would make sense.

Apologies in advance if this is just blindingly obvious, but I would appreciate clarification from the forums collective wisdom if possible… I’ve been paying attention to the pattern of bridge soot on my travels recently, and I’ve noticed a difference in size / pattern. For example, the picture of Gt. Longstone station below shows the type of pattern I mean, and is also still visible today. The left hand / up direction has a much smaller pattern on this side of the bridge. I’m aware the gradient is dropping in this direction and therefore presumably steam locos would be working less hard. I’m also assuming that as this is a typical Midland style, relatively short platform that the loco would be “off the ramp,” when stopping a train at the station so the chimney is unlikely to be directly under the bridge. However the right hand side / down direction is a climbing gradient and therefore I’d expect the locos to working harder and therefore producing more soot etc to leave a mark on the brickwork. Although I’d assume a stopping train would be shut off and coasting by this point. Is this the correct reasoning for the differing patterns or is it something else entirely? Curiously this effect seems less pronounced on tunnel mouths than it does on bridges. Many thanks

In any of the yards I’ve signed they’re usually just referred to as a “set.” Eg; “Change ends in the neck, get the top set yourself and drop down.” I’ve never heard a signaller refer to them as anything other than “points.” Eg; “The points are set and locked for your move, so you have my permission to….” But I don’t have anything to do with Pway apart from waving at them, and I imagine they’re more precise.

I’m curious to know if there was ever a time when they had the authority to do much more than ask you to stop?

At the risk of going slightly off-topic, this is something that has got much more prevalent over the last year or so on the railway I’ve noticed. People blatantly smoking on platforms and becoming aggressive when challenged (by staff) and simply carrying on rather than just stubbing it out sulkily like they used to. I’m not entirely sure why. I’m surprised they went to the bother of summoning BTP, they’re always two hours away…. ;-)