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chrisf

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  1. If they expect you to get 16 slices out of that they should give you a microscope. Happy special day Chris
  2. It would not be up to the guard. The formation of each and every passenger train was set out in the carriage working programme. Where a van would be in the formation depended on, among other things, whether the van was to be added to the train or removed from it en route and what it carried - mail, newspapers, passenger luggage or whatever. Chris
  3. I'm sure I speak for many when I say that the tin HAL has gone to a good home. Chris
  4. Route 4 went to Roath Park, Route 6 to Pier Head. Those who have visited the Cardiff Small Show will know that Pontcanna scout hut is very near to the erstwhile Llandaff Fields turning circle. Chris
  5. chrisf

    Western Times

    Mine came this morning. I've not had time for more than a brief glance but it looks good. The only error I have spotted so far is the caption describing a Class 118 dmu as a 117. It's easily done. Chris
  6. From the singing of Gus Elen as I recall. You, sir, are a man of culture. Chris
  7. Jim, I suspect that the reason for 5/6 cars was the demand between West Drayton and Paddington, given the arrival time of 9.2 am - either that or operating convenience! Jointline, through trains to and from Paddington are not shown as such in Table 51 - not in summer 1961, anyway. Some travellers might have associated the column note P with a through train to/from Paddington rather than offering first and second class. The two are not synonymous: the first train from West Drayton to Uxbridge was an auto or a railcar and started back from Paddington. Chris
  8. Afraid not. The full diagram was as follows: 5.50 am empty West London - Paddington 6.38 am Paddington - West Drayton. Van for Uxbridge attached 7.37 am West Drayton - Staines West 8.5 am Staines West - Paddington An hour or so in Paddington Yard 10.18 am Paddington - Oxford 1.38 pm Oxford - Paddington 4.18 pm Paddington - Banbury 7.5 pm Banbury - Paddington Empty to West London There would have been significant changes to the workings in following timetables once the 117s started to arrive and the sets that had been borrowed were sent back. One reason for using dmus at this time was to make room in Paddington for the augmented Paddington - Birmingham service while the West Coast was being electrified. It did not help that the borrowed sets did not have the facility to clip up the ATC shoes which would have fouled the electrified fourth rail into Paddington Suburban. Chris EDIT: In the summer 1961 cwp the 8.5 am Staines - Paddington is shown as two 3-car sets.
  9. Paul mentioned through trains from Staines to Paddington. I've just had a quick e-rummage. For many years the only one appears to have been on Sundays. In 1955 it was an auto train and left Staines at 10.37 pm, arriving Paddington Suburban at 11.32 pm. It then formed the 11.43 pm to Southall where it finished for the day. By winter 1959-60 there was an 8.5 am dmu Staines -Paddington on Mondays to Fridays, formed 3 car set, single power car and driving trailer, but no trace of the Sunday night working. This was an interesting time: the plans to dieselise Paddington suburban services were disrupted by the late delivery of Class 117 and the need to borrow sets from elsewhere. Chris
  10. I suspect that it would be more realistic to contemplate one sleeping car rather than a whole train. When I visited Prague a couple of years ago I discovered the sleeping car from Zurich to Prague and built the journey round it. The car is attached to a succession of trains and reaches Prague late morning. It does help if the trains are loco hauled! For Edinburgh - Paris you would need a few mail vans and a loco as well as the sleeper - oh, and a time machine to go back 40 years or more when such things were commonplace. It costs nothing to dream ... Chris
  11. My first thought, ie before I reach for the books, is that the build date is a bit early for suspended gangways. Chris
  12. My subs copy came today too. The advance publicity for an event that has already taken place evoked nostalgia which is not altogether ruined by the event being a virtual one. MRJ would not be the same without such things! Chris
  13. If I may clarify Mountain Goat's thoughts, yes, I see what you mean about the BPGV vehicles. As far as I know, and I profess no expertise on the subject, the BPGV built coaches were 4 wheelers and lasted until the end of passenger services circa 1953. To supplement them the GWR built six brake thirds and a third around 1929 which had lower roofs even than the ex-Rhymney vehicle pictured. Should thirst for knowledge need quenching, the Model Railway Constructor for October 1963 has drawings and more background info. Post 1953 the six brake thirds and the third were dispersed around South Wales and became quite a common sight at Barry Island on summer Sundays in excursion sets. Chris
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