Jump to content

MidlandRed

Members
  • Content Count

    181
  • Joined

  • Last visited

Community Reputation

104 Good

Recent Profile Visitors

The recent visitors block is disabled and is not being shown to other users.

  1. The Yeovil cars (and previously railbuses) along with the Bridport car seem to have been BR based (but kept at Westbury) - of class 122 those seem to have been 55013, 14 and 16 at times - but Bridport (and Severn Beach) were mostly class 121. Of these, 13 moved to and fro Tyseley in the mid 60s but both 13, 14 (along with 0, 11 and 15) all moved to Scotland by the late 60s (presumably after line closures). I suspect these more westerly branch cars were provided by Laira but out based perhaps at Exeter (maybe even Exmouth Junction) initially. Details of the dieselisation of the ex Southern Devon and Cornish lines seems quite sparse - gleaning info from photos and spotting records. Line closure dates are also a good pointer (eg withered arm and Barnstaple/ Taunton) etc at the start of winter 1966. That picture of Radial Tank 30582 above is fabulous - clean condition as well.
  2. Definitely appears to be a Doncaster thing - as well as Cravens class 105, there are pictures on flickr of Derby twin (class 114) and Metro Cammell (class 101) units on the ER in this livery variation (blue with half yellow panel) - in fact I've seen one of a class 101 in this livery but without BR arrows - it would be interesting to know the period they applied this style. As for the M50752 batch of LMR Cravens 3 car units, they were a regular feature at Birmingham New Street in the early to late 60s, on stopping services to the East Midlands (Derby and Leicester), along with Class 104 BRCW units. They also worked to Nottingham and Lincoln. Several of the twin car sets from the Manchester area (Newton Heath) were transferred to Etches Park in the mid 60s so appeared also. They appear to have lost their trailer cars in their latter days at Etches Park, and then transferring to Accrington in 1969 as replacements for the Rolls Royce engined Cravens sets (class 112/3), which were withdrawn. There's some detail on railcar.co.uk of the operations of these LMR units including scans of leaflets with route maps when the trains were first introduced.
  3. Notwithstanding company parts bin issues, by no means all mineral train locos had relatively small driving wheels. The LNER O1 2-8-0 had 5ft 6", and the BR 9F 2-10-0 had 5' 0". GWR practice seemed to be rooted in Churchward's 28xx 2-8-0 of 1912, with smallest driving wheels of this type of loco at 4' 71/2". Presumably they had different traffic needs from other companies, not having these Midlands/Yorkshire to London block coal workings requiring relative speed also.
  4. Does anyone know which class 122 (s) were used on Lyme Regis in its final days? I'm aware they were used on Seaton and Sidmouth as well as Bude - presumably these cars were all provided from Laira's allocation (so any from 55000/1/11/13-7) and at least one class 121 has been in photos at Halwill Junction. I suspect some of these units may have become available from other WR south west branch closures.
  5. Presumably the prospect of telescoping coaches on a passenger train on Lickey was more of an issue of concern in terms of potential injury to passengers (apparently telescoping and other damage did occur). The Lickey large engine role was taken by 9F 92079 from May 1956. Its use on Worsborough must have been appalling for the crew banking through Silkstone - although this would probably be true for any steam banker.
  6. Very interesting film - D5716 solo on the Condor and D5579 in it's experimental high visibility livery. Is it just me or do those roadrailer trailers look rather unstable in rail hauled mode? I recall having a kit (presumably Airfix) of one of these articulated trucks with an AEC tractor unit - in the 60s.
  7. Yes, I had also wondered about the Nuneaton - Coventry line, as many of the collieries to the south of Nuneaton such as Griff, Wyken, Keresley linked on to that line rather than Arley and others to the north which linked to the Midland (Birmingham to Leicester). Would the route via Coventry, Kenilworth, Leamington and then on to the WR from those collieries have been used - and then on to Banbury and Oxford? You're only about 45 miles from Oxford at Leamington. Conversley at Nuneaton, there was a large marshalling yard used largely for coal as the Coventry, Birmingham and Shackerstone lines all provided connections from multiple collieries. Presumably these wagons for Witney, as mentioned by the OP would be transferred by a local trip working.
  8. You'd be forgiven for mixing the Ivatt and Standard 2MTs 2-6-0s up - they're actually very similar indeed and both given the 'Mickey Mouse' nickname. One of the key differences in detail between the two was a different cab profile to give universal route availability but 78013 and 28 had to be altered for the Leicester West Bridge - Desford branch for clearance in Glenfield Tunnel. I also didn't pick up on Poor Old Bruce's reply initially so apologies for any duplication.
  9. The 2MTs were actually Standards (78013/28), with specially modified cabs for clearance in Glenfield Tunnel (introduced at Coalville for use on the line on withdrawal of the Johnson 0-6-0s in 1964).
  10. The ones I saw travelling light engine went down the east side of the Perry Barr triangle travelling south to east and then towards Perry Barr station/ Aston. That route was also used in the opposite direction by ecs for a Norwich (and Harwich?) train hauled by a Brush type 2 (usually one of the ones uprated to 1600 hp) - quite a rare class for Birmingham at that time (mid 60s) - though looking at Saltley's allocation on BR database through the dieselisation period, they appear to have had several, each allocated a week or so at a time presumably for type training (they were largely Sheffield based locos).
  11. The other thing to bear in mind with this, pre electrification is the impact of the M1 and particularly the new trail blazing Midland Red motorway coach service which started on the day the M1 opened, and received significant publicity. Although not advertised as being particularly quick in comparison with rail, in reality the service took far less than the advertised time, and the steam services compared very unfavourably in terms of modern image and certainly in terms of second as opposed to first class rail travel.
  12. Interesting - Bushbury had an allocation of 4 Scots at the end of the 50s, but the last 3 plus a Patriot left early in 1961, the last Jubilees having left earlier than that. Aston received 9 Brits from the end of 1960/early 1961 and retained a varying allocation until late 1964. I'm wondering whether Aston took over some duties from Bushbury. However I do recall seeing Aston's Brits on fast freight at that time also. I also recall seeing examples travelling light engine on the Soho to Perry Barr line, presumably running from New Street to Aston. Aston's Brits were 1,4,5,16,17,19,21-29,31,43,45-49 (22), though not all there at the same time! As many may know the side of the Curzon Street parcels/Royal Mail building alongside the New Steet approach carried a huge advertisement for the Birmingham - London fastest service after the spring 1967 full electrified service introduction - either 91 or 93 minutes IIRC. Certainly vastly impressive.
  13. Thanks - I'd wondered whether Bushbury was involved - there are records and photos of EE Type 4s at both Bushbury and Aston (as well as Derby Type 2 - class 24s) in the early 60s - in fact the southern end of the WCML was a major LM area to see both of these diesel classes in the early 60s
  14. Surprising - I'd have thought it would have been faster.
×
×
  • 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.