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Everything posted by Rivercider

  1. Brixham was also slightly different from the normal BLT in that there was a fish dock at the stop blocks end of the single platform, a fish van was often attached behind the autocoach on the service to Churston, cheers
  2. I presume this is to help with the planning of your proposed Lyneworth layout? I have been following the Lyneworth Phase 2 thread, and I think the various posts have contributed to the layout looking much more 'railway like'. Is there a particular place or part of the railway network you are trying to recreate? Sometimes there are prototype stations or depots that lend themselves to being used for inspiration in model form. cheers
  3. Westbury depot was heavily dependant on stone traffic which generally finished by 14.00 on Saturdays and recommenced from about 22.00 on Sunday evenings. There were some duties at weekends, especially if there was a weekend engineering programme, but on the occasions I was at Westbury at weekends the place often appeared deserted. Westbury depot on a Saturday afternoon, class 47s were the principal power for stone trains at the time, 26/4/80 Westbury depot 26/4/80. cheers
  4. When did the Holybourne crude oil loading terminal open? Trains for Holybourne would call at Alton to run round when I worked in Westbury TOPS in the 1990s, cheers
  5. Fascinating memories here, thanks for posting. As a family we moved home during half term in October 1971 from Exeter to Weston-super-Mare. In Exeter we had lived near Exmouth Junction, close enough to just see the Salisbury - Exeter line. From the nearby playing field I copped many class 22s working the Chard Junction milk, also the Warships on the Waterloo services. In fact I saw all the class 22/42/43s that were still in service as listed in the Ian Allan book with the maroon Warship on the cover. I never did record any of the early withdrawals though, apart from the class 41 Warship at Barry. cheers
  6. Thanks. I travelled home from Exeter to Weston last night on a well load 2 + 4 set, it is good to see these sets still doing very useful work, cheers
  7. Silly question time. I see these sets quite often, particularly on the Cardiff - Taunton services, and only ever see 2 + 4 sets. I see on the lists posted above there are sets with only three trailers shown, does this mean there are 2 + 3 sets running around, or are there some spare trailers to make the sets up to 2 + 4? cheers
  8. Clearly there were many branch lines that were an economic basket case, as described above, and would have closed anyway. Where things could and should have been done better is where passenger services were withdrawn over lines that remained largely or entirely open for freight traffic. A bit of joined up thinking ought to have led to a better outcome. On the WR those that immediately spring to mind are to Aberdare, Portishead, and yes I will add in the former SR route via Okehampton. cheers
  9. I have the May 1977 to May 1978 public timetable. You might have been on the 11.39 from Poole (Oxford 14.17) which reversed at Birmingham New Street, and divided at Sheffield. One portion going forward to Rotherham and Leeds (arr 18.27) although not showing a Wakefield Westgate call. The other portion went to York, Darlington, Durham, and Newcastle (arr 20.10), cheers
  10. When working for BR I went down to the UKF terminal at Bridgwater a few times in the early 1980s, and took a few photos, they are on my Flickr site which is linked below. The agents at Bridgwater who handled the unloading and storage were M Thomas who also looked after the depot at Plymouth Friary. They also acted as agents for BR to load and unload other Speedlink traffic, some of my photos show their forklift truck at work unloading VGAs of adipic acid from ICI Wilton, and cider was another regular traffic handled at Bridgwater, while I think bricks were loaded in OCAs from Plymouth Friary. cheers
  11. Hi Adrian I have the TOPS Location Handbook for October 1977, I had previously scanned some of the pages. I am not sure if this will work, but this document is a scan of a page of the TOPS Location handbook for October 1977 from 81223 Hallen Marsh to 81922 Bridgwater. TOPS-List-Bristol-locations a.pdf This should be 79822 Garw Washery to 81222 Hallen Marsh TOPS-List-Avonmouth-locations.pdf cheers
  12. Thanks for posting that. I have travelled to or from there a number of times in recent years. From 3.30 to 4.00 you can see what I believe to be the original signal cabin to the left of the footbridge towards the Bristol end of the up platform. The yellow platform ramps are secured to the wall of the cabin, and you can make out an arch in the stone work underneath the platform edge where the point rodding and signal wires were located. In the 1980s it was used as a staff office/mess room, and in the 2000s was a model railway shop for a time. cheers
  13. The new station at Portishead opened in 1954, presumably the loco shed at Portishead closed with the old station? I believe Moretonhampstead shed closed before the passenger service was withdrawn, though the shed still stands to this day. The 1955 service showed a light engine from Newton Abbot to Moretonhampstead to work the first train of the day. Minehead was another shed that closed before the line was dieselised, cheers
  14. Every day is a school day! I first started in Bristol TOPS in October 1978, I never remember dealing with any VABs, which of course does not mean there were none by then, whereas I do remember VBBs being relatively common, cheers.
  15. I think that Clevedon never had a loco shed, the loco for the branch was shedded at the junction at Yatton. Did Hemyock ever have a shed? cheers
  16. I also understood that the code VAB that was applied to a number of vans was an error, with all the VAAs being air braked only, none having vacuum pipes. As well as the VBAs there were a number of vacuum piped VBBs. These VBBs were useful as they could be marshalled in fully fitted vacuum braked services, or in the vacuum braked portion of a partly fitted train. One type of traffic that VBBs were used on was bagged china clay out of various locations in Cornwall, they could be marshalled with the OWVs and UCVs of clay with no brake van required. cheers
  17. I visited the SS Great Britain 2 years ago, and it was just about the best museum/heritage visit (I was there for hours) I have ever had, and I am a railway enthusiast with passing interest in ships. There was a chap dressed as Brunel's clerk (?) in his office on the dockside , a knowledgeable and enthusiastic man, he added to the expeirience. cheers
  18. I would take the opposite view, in that I do want to learn about the social impact of railways when I am visiting a railway museum. It does not need to be covered with every caption or display board, but it is quite possible to reference the role of navvies, women on the railways, (or whatever) in certain relevant places. In fact I find that sort of thing interesting in every museum or heritage centre I visit, whatever the main subject. I have only made one visit to the NRM in recent years, I enjoyed the visit, the most interesting bits to me were the quieter areas which the general public seemed to find the least interesting, cheers
  19. I like the effect you achieved here. Back in the 1970s the ballast at Exeter St Davids would have been a mix of the grey hornfels from Meldon, and the pinkish limestone from Stoneycombe, each weathered depending on how long since that bit of track had been laid, cheers.
  20. Many years ago I recall hearing reports of an announcement made at Bristol Parkway to the effect that trains were delayed due to 'management incompetence', which did not go down well cheers
  21. I have some memories of the late 1960s/early 1970s announcers (I think there were two regular men) at Exeter St Davids, the announcer office was located in a small wooden cabin constructed on the half landing of the western side footsteps to platforms 3/4. One of the announcers had a very pronounced way of saying platform 'foive'. cheers
  22. Many thanks. The first time I went to Swansea Docks was with my dad, he was on duty hunting lost civil engineers wagons. When I got my first views from off the road bridge I could hardly believe such a place still existed! cheers
  23. Thanks Paul. I was lucky to capture some scenes from the end of an era. Some of the traffic might not have been economic to work, but it was interesting, cheers
  24. Thanks for your kind comments. I have loads of railway books (too many Mrs Rivercider might say), but I always enjoy those where the captions are informative and enhance the photos, and I have tried to do the same. cheers
  25. It is of course part of the former goods yard, and and as happened across the network the various engineering departments tended to move in once revenue earning freight moved out. In the Speedlink era beer was loaded at Truro, was it loaded here, or in the UKF/Shellstar depot which is out of shot away to the left? cheers
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