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  1. Two small final points - trains terminating at Hatfield used the same platform as the Luton line departures, and the platform on the down main was almost never used by stopping trains, certainly in the period c1958-63 and during the hours in which an 8-12 year-old boy was likely to be trainspotting. For some reason I can clearly recall astonishment among the massed spotters when a train actually stopped on the down main platform. No need to respond to this post.
  2. Only just seen this, but to confirm what I suspect you already knew and/or have had confirmed by others... As a keen spotter at Hatfield in the late 50s/early 60s, I recall that the sequence of events was as follows: terminating trains from KX/Moorgate/Broad St. ran into the outside face of the down (island) platform. After the passengers had got out, the train would reverse so that the stock stood more or less directly opposite and central to the up platform, and the engine would run round using the goods arrival line on the far (west) side of the coaches. The engine then coupled up to southe
  3. I wonder if anyone can help with this. A couple of years ago I bought from Working Timetable Reprints a copy of the Kings Cross District Passenger Engine & Enginemen's Diagrams for summer 1953. Having spent a lot of time in my youth spotting at Hatfield station, I was fascinated to see the No. 2 diagram for Hatfield loco reproduced below and specifically the shuttling back and forth to Ayot that took place between 3.00am and 4.57 am, when (depending on the day) up to four return trips were made. I can only think that it was a succession of trains to Blackbridge refuse siding b
  4. I post this with some trepidation, in case I am drawing attention to a resource that everyone on the planet except me is perfectly well aware of. However... While looking for inspiration for a goods shed for my layout, I came across a book on the Historic England site, entitled 'The Railway Goods Shed and Warehouse in England' by John Minnis (with Simon Hickman). It comprises 129 pages, and is well illustrated with contemporary and present-day photographs, plans of typical goods shed types, and one detailed plan/elevation of a specific shed. Well worth a look if you're interested i
  5. Firstly, my apologies for not having previously acknowledged all these very useful responses; a minor but time-consuming domestic plumbing incident intervened. Your kind replies have given me an excellent basis for thinking about shunting sequences and train make-up, especially the use of reach wagons as the unloading area is on a private siding just off the yard itself. In essence there need to be barriers at each end for fulls and empties - probably two smaller wagons, and paying attention to the wagon loads of the barrier vehicles. Certainly gives me a reason to increase the
  6. I am building a BR, 1950s-era goods yard - much of the operating interest will be shunting-based. I would like to include a delivery destination for tank wagons, which will contain some kind of oil-based, probably inflammable product. I believe that there was a requirement in loose-coupled trains at that period for a barrier vehicle/vehicles between such wagons and the engine and also perhaps the guard's van; that is, presumably, between the tank wagon and any vehicle containing a fire and/or human beings. Being of a pedantic nature, I'd like to ask the forum about the following s
  7. DSC


    Also a Petite Properties junkie. Fun to build, convincing and sturdy finished product, and easy to modify.
  8. I like that idea, as I actually want to have a lamp-post-attached bus stop. Don't know why, I just do. The coach has a 'Nottingham' destination display, so it's credible as a stand-in, but it doesn't have a service number display presumably because of its 'coach' status. Perhaps I could print out a couple of two or three-digit service number notices and glue them into front/rear windows to make it a more credible 'stand-in'. Incidentally the factory I mention is real, in more than one sense. It is taking shape as Whiteley Electrical, which was one of Mansfield's main employers until (I think)
  9. Yes, take your point. It's an excursion for the employees of the factory that I am putting in at the other end of the street. There's always a prototype, if you think hard enough.
  10. WIndover temporarily installed. Now all I have to do is mucky it up a bit - well, that and finish the rest of the layout, especially toning down the house-painting...got a bit carried away there.
  11. Butler H.: Thank you very much - that is not only very interesting in itself but clears my conscience, as I was mildly troubled by a concern that I was imagining a Trent presence in 1950s Mansfield - and even better, very likely on Sutton Road! I had noticed the rather clumsy TrentBarton name in my own web investigations, and wondered what its provenance was. Thanks to all respondents and to RMWeb from a very satisfied participant.
  12. Again, thanks for all comments. cb900F - I suspect that you may very well be right about the incidence of bus companies...my family lived in Hertfordshire but my mother was Mansfield-born and I used often to visit relatives there from the late '50s to mid '60s. Two transport memories lodged in my ten-year-old head and are still there: the sound of the deep hooters of the ex-LMS (Stanier?) tanks on the Nottingham trains, drifting up the hill to my aunt's house, and the Trent buses that ran on Sutton Road near the Sir John Cockle pub. I have no idea why Trent has stuck with me but it may be beca
  13. Les That is very helpful indeed, and much more than I had hoped I might get - thank you very much. I will now apply myself to the PC keyboard - the singledecker bus is affordable and a bit of street furniture will add nicely to the scene. Thanks again to all. DSC
  14. Firstly, many thanks to all for these replies - and indeed, the two sites appear to be the same, albeit with different routes to get there. There is a single-decker Trent model that I like the look of, so I'll see if that is available anywhere at a (highly subjective) reasonable price. I was unaware of the Mansfield District or Midland General companies, as - inevitably - this is a piece of nostalgia on my part, and my memories date from the later '50s and early '60s when perhaps Trent predominated (or the other companies simply made no impression on me). So I will also pursue that possibility
  15. I am building a layout of a small urban goods station set somewhere in the Mansfield (Notts) area in the early 1950s. I would like to include a Trent Motor Traction bus, and I wonder if anyone could assist me in the following: 1. I have had difficulty in identifying a kit or RTR model of the right era and ownership. Many retailers and manufacturers appear to assume that the model buyer knows the maker's name for the bus that they are after. I'm sure that this is not unreasonable, but as a bus tyro, I am struggling somewhat, so any help with identifying a model/kit, or pointing me t
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