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chrisf

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  1. That seems to be prime suspect. A numberof non-corridor brake thirds were rebuilt with driving compartments in the mid 1950s. A the same time some non-corridor thirds were equipped with the necessary control rodding so as to act as intermediate trailers. Chris
  2. When crimson was introduced in 1949 there was a line at waist level. From about 1951 that line was abolished but it took a long tine for that instruction to be implemented. As I recall, W34W kept it till the end. Chris
  3. You could have seen one two tanks on their own but I think it more likely that they would have been attached to the branch passenger because milk was passenger rated traffic. As late as 1962 and possibly later two milk tanks a day were tripped from Saltash to Plymouth on the back of the local passenger - in this case a pair of bubble cars. Don't foget that before milk tanks were introduced milk was conveyed in churns which themselves were conveyed in vans. As late as the early 1960s there was a regular van for churn traffic from Chippenham to Aylesbury. Other are better qualified to describe creameries but you could do worse than research the one at Hemyock. Chris
  4. chrisf

    Railwells 2019

    I dropped in for a couple of hours on Saturday, as I always do on my way home from Sidmouth Folk Festival. As usual, it was well worth the effort and spared me the grief often encountered on the M5 and M4. It is always good to see Faringdon, now so much improved with the new scenic bit, and the crowds threatening to engulf Black Lion Crossing were hardly unexpected. All the layouts were worth more than the cursory glance which had to suffice. Amazingly I reached Wells before the best breakfast outlets were open but 'Spoons was a good substitute. I avoided Bath on the journey home but this may not have been the best idea. More work with the atlas is needed. Chris
  5. Many thanks to Phil for posting that image and to Roger for making it available. Other contributions of 116 images will be gratefully received. I owe you all an explanation for my continued absence following the eventual recovery from the virus infection that laid me lower than I ever imagined it would. I have bitten off more than I can chew and have even got behind with my modest contributions to Railway Bylines. Nothing would give me greater pleasure than to return to the musty copies of the Railway Observer that are the principal sources of the material for this thread. It will be a while yet before this happens but happen it will! Thank you for your considerable patience. Chris
  6. My history of depression began in the summer of 2005 when I went to see the GP about something else entirely. It was clearly work related but I stopped the doc signing me off because I felt that being home alone would not have helped. I was issued with anti-depressants in which I had no faith and stopped taking them when I took early retirement in 2006. From then till last year I coped but last spring I was conscious of the black dog scratching on the kennel again. I saw a counsellor who helped me with the depression, confidence issues and a problematic relationship. I had to stop seeing her when I went on the holiday of a lifetime and since I returned things have been better so we have not reconnected. My missing mojo is pretty much down to confidence issues. I don't know how others feel but I find that I have spikes of confidence which enable me to do something unexpected. I am also quite busy with other things! Chris
  7. chrisf

    MRJ 272

    My subscription copy arrived this morning if that's of interest. Chris
  8. I agree with Mikkel, Jam. BRM have done your layout justice. Chris
  9. What you say, plus SK, BCK, SK, BCK. The catering vehicles are still of GW parentage and are described as Second Dining Saloon and Kitchen First. Chris
  10. Nick If you are modelling a set as running in summer, be mindful that the formation was different on Saturdays. I don't have access to the summer 1960 cwp but according to the 1961 equivalent on Mondays to Fridays it was BSK, 3 SKs, GW dining pair, FK, CK, BSK to Penzance and SK, BCK detached at Plymouth. On Saturday the main train ran to St Ives and conveyed an extra SK at the end, plus SK, BCK, SK and BCK for Penzance. Chris, who doesn't spell his name with a @ [can't be doing with this twitter nonsense]
  11. I see my name is being taken in vain again ... It is pure luck that any details of train formations have survived. The late Rick Walford was a close observer of coaching stock happenings and had a particular interest in dining cars. Much of what he recorded appeared in the Railway Observer so we are not entirely high and dry. By convention the Riviera got first dibs when there was new stock so many of the coaches that were recorded as running in it later turned up elsewhere - cascading, as the jargon goes. There were, of course, two Riviera sets, because of the length of the journey. The RO tells us the formations as recorded in December 1957, which is the nearest I can get to summer 1960. It also tells us how the Riviera was formed a year earlier and it is by no means the same! So here goes for December 1957: Set 1 - BSK 34809, SKs 24367 and 24579, Diners 9624 and 9615, FK 13197, BSK 34831, CK 15110, BCK 21145. Set 2 - BSK 34303, SKs 24331 and 24357, Diners 9623 and 9618, FK 13198, BSK 34791, CK 15604, BCK 21143. 21143 was working in an Ocean Liner set by 1958 - see what I mean by a state of flux? The Riviera did not get its Mk 1 RUs until 1961 [1903 and 1904] so the ex-GW diners would have stayed with it until replaced. Hope this helps! Chris
  12. I wonder if Johnofwessex had in mind the 80 non-corridor composites, M16797-16876W built at Swindon to GWR diagram E156 for use on the London Midland region? Reports of sightings are few but I reclal seeing at least one in a WR London suburban set when I was a boy. Chris
  13. A summary of the answer is "it depends". As far as the WR was concerned many of its units - the Swindon 120 Cross-Country sets and the first batch of 116s - did not have the two character headcode panels. When dmus were introduced in South Wales in 1958 they took over steam diagrams. Many sported the target boards carried by steam locos, or, in at least one ingenious case, the alphanumerical duty code chalked on one of the front buffers. Rediagramming in June 1958 made a nonsense of this practice. By and large the South Wales dmus displayed B and a white blank. After the introduction of four character headcodes in 1960 some sets operating in the West Country had the blinds swapped over so that they could display 2C, the C standing for Plymouth Division. Chris
  14. I left West London in July 1962 [aged 14] so would not have seen the Standard 4 tanks and had not been aware of their presence at Old Oak until now. As others have said, I doubt that they did any useful work while they were there. Chris
  15. chrisf

    Roy Jackson

    I've been dreading this news. Roy made a massive contribution to the hobby and will be greatly missed. Chris
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