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  1. There is what appears to be an LMS railway built Salmon 748029 on a siding in Watford Yard. It was a Stumec crane training wagon back in the days of BR.
  2. My whole point is that Hendon is the cheap option, as you can use the existing station facilities and the needed cross-over for reversal is already there. As you say width is a problem at the new station site doubly so as you can not start spreading the tracks until clear of the Brent Viaduct, so what width of railway land is available may not all be useable, and the Brent Curve soon starts to dive away behind the old Recess Sidings site. You could put platforms on the start of the Brent Curve, but that would then be rather detached from the MML platforms, and gradient and curvature might be a problem. As I believe that the middle part of the Brent Curve is of tight enough radius that it should not be made into CWR.
  3. Looking on Google earth there does not look to be much room between where the Brent Curve line from Dudding Hill Junction comes in at Brent Junction and the Brent Viaduct, Which gives three rather unattractive alternatives, all of which look doubtful to me on an available space to fit S&C and platforms basis. 1, Put a fifth and sixth platform face on the Hendon Lines, more expense and room looks tight. 2, Use the Dn Fast line platform to reverse this service, even tighter for space and obstructs use of the DF. 3, New junctions and conflicting moves to use the slow line platforms, huge expense and I don't think there is room. However if the trains run to Hendon on the Hendon Lines, a back face could be added to the existing DF platform and I think there may even be the remains of a platform on the Dn Hendon. There is even an existing crossover south of Hendon that could be used, to allow trains to turn back on the Up Hendon at a new back face to the existing DF platform. If this could be done avoiding the need for P-Way alterations and new platforms, needing only a new face putting on an existing platform and perhaps some signalling alterations it would save megabucks.
  4. An early type of wacker packer (AKA jacker packer)? Ram with foot at back to lift the machine and track, and two feet on each side to push ballast under the raised sleeper. Used to rough lift track to level during relaying works, usually with a few men following behind it to pack the lifted track more firmly with shovels. Once you had the track up to level and hand packed enough to be firm, you could then run a hopper train over the new track to unload enough stone for the tamper and regulator to get the track ready to open. The yellow bars in the cess behind it would be part of the stillage and cross tracking bars used to put it on the track, the machine had a pad underneath it which could be lowered. Once the pad was down and the machine lifted off the rails/cross tracking bars it could be rotated and either lowered on to the rails when being put on track or the cross tracking bars to get it off track.
  5. The four track section of the North London Line from Dalston Junction to Camden Road consisted of the un-electrified No1 or steam lines, which were still sometimes called that in the 1980's, and the DC electrified passenger lines.
  6. Yes it was very annoying being told how to relay track by people who had only ever done it using components supplied by Hornby, and who would not have been able to recognise an F19 sleeper if you inserted it where the sun does not shine.
  7. Once the S&T started doubling up the track end cables to IBJ's each IBJ had four orange tubes running to it. The big problem was where there was a four track line with an IBJ in all four lines, that resulted in 16 pipes crossing the track nearest the troughing route in a matter of a few yards. This made the track un-tampable just at an IBJ where it needed it most. Another alternative used was the ducted sleeper which had groove in the top surface large enough to hold a couple of reasonably thin cables. The one most often seen was the G44D, I did try to interest head office in making a version with two ducts as the G44Ds were often used in pairs one for each set of track ends. But for some reason I could not get them to take the idea of a G44DD seriously.
  8. I managed to put mine together but I seem to remember that some of the detail was a mirror image of the real thing, and that I had a lot of trouble with clearances around the bogies before it would run on anything but straight track.
  9. Rubbish. The LNWR North London DC Electrification was all four rail, with LNWR, LMS and BR stock up to and including the 501units all using both the Possie and Neggie conductor rails. Sometime around the ~the 1970's the 501 stock was modified to return current through the running rails, and the fourth rail was bonded to what had became the traction return running rail. So instead of carrying a tube style -ve voltage it became an alternative earth. Serving to connect the neggie shoe on LT units to the traction return rail and to strengthen the traction return path by paralleling the traction return running rail. Once LT trains stopped running north of Harrow the only use of the neggie rail between there and Watford was to parallel the traction return, this is quite interesting. With the Electrical Engineers insisting that this is still necessary. However many years ago one of the Civil Engineers Technical staff, seeing the state and lack of bonding on the 'disused' neggie rail loaded about a mile of it on both roads away for scrap. The Electrical Engineers staff were not impressed by this and demanded its replacement, so some corroded old CWR recovered from Kilsby Tunnel was dropped into the four foot to replace it. Some fifteen years later yours truly was doing some track relaying nearby and asked if with the improved return path offered by the larger cross-section and lack of joints in the new CWR track I was installing, the old neggie rail which was seriously corroded and had only been made up from approx. 15' 105lb rails tack welded together when it was new could be dispensed with. Ohh no said the Electrical Engineers it is vital we keep it and we can not do without it. I said fair enough I just thought I would ask as the section where the FB rail was dropped to replace the removed section of neggie rail has presumably not given any trouble since you have still not got round to bonding it up after fifteen years. They must have been straight out there as bonding appeared virtually overnight, and muggins and staff had to faff about removing and replacing a conductor rail so frail that it would snap if you even looked at it too hard.
  10. Euston to Watford although in the period when the mail line was not electrified the DC would have been 4 rail all the way to Watford Junction, not just to Harrow and Wealdstone as it is now. With from there to Watford Junction now being 3 rail, although most of the old 4th rail remains in the four foot as it is allegedly still needed for traction return purposes.
  11. Having some timbers butt jointed usually in one of the four foot spaces was quite common, often they would be connected with a couple of bullhead fishplates chair screwed down through the bolt holes. Although one PWSM did start swearing a bit when I rang him up about a crossover he had had retimbered by a contract gang. To I ask if he thought that having every single timber butt jointed down the middle of the crossover road four foot leaving nothing to hold the gauge was wise.
  12. Rail more likely to be recovered using a Stumec fitted Salmon or sturgeon wagon back then. Saves cutting and having the rails in 60'-0" lengths makes it easier to weld them back up if they are good enough to be used as serviceable. Track as in rails and sleepers would be most likely loaded onto Salmon wagons, as 60'-0" panels and sent to a Central Materials Depot (CMD) for dismantling. In the later part of your stated period rails might be lifted as CWR by the Perch wagon CWR trains. In the later period if the sleepers were to be replaced but the rail reused, the sleepers could be loaded into Pike wagons, using a 360' excavator with forks fitted instead of a bucket.
  13. No I think you could have a single machine at the siding, so that you could put your train into the siding, then use a key on the token to lock ground frame which also locks yourself into the siding. Before putting the token into the siding machine, so proving the line to be clear. At which point a token can then be issued from one of the section end machines to allow another train to use the single line. Which is probably what Nearholmer is alluding to above.
  14. I thought it already had been hit by a derailed train, I seem to remember a DS freight derailing on the crossover that used to be just south of the flyover, and knocking big lumps out of one of the middle piers.
  15. There was no restriction on the length of bullhead CWR in handbook 11 (Rules for CWR). There were quite long lengths of it at Little Kimble on the branch from Aylesbury and between How Wood and St Albans Abbey on the branch from Watford.
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