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Ravenser last won the day on January 5 2011

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  1. I would very strongly suspect that "Road Box Goods" is LBSC-speak for a road van , (is "Box Goods" attested as an LBSC term for a goods van?) and "the Streatham Trucks" are full wagonload consignments. The implication is that if the load on the 3.50 am would exceed 25 vehicles from Streatham Common, the train is reduced by switching the inbound Streatham wagonload traffic to the later 6.18am train. The road van would be unloading at all stations called, by definition , so could not be dispensed with, and therefore the 3.50am would only call at Streatham to unload from the road van
  2. Waste paper was always the big one to the Far East , but China and a number of other countries have stopped accepting . The rates were always ghastly. Scrap metal is another , though much smaller volume and tends to be in 20's. Liable to rip the innards out of your container if you're not careful As far as the Far East trade is concerned , it's Westbound dominant (ie more from Asia to Europe) but.... Westbound cargo is light (7-9 tonnes a TEU) whereas we always reckoned on an average of 13 tonnes/TEU Eastbound. Meaning that on occasion when EB was strong you could be full on w
  3. Depends what you call a movement. I would class a movement as "from A to B" rather than "from A to B then back to A" . But that's the perception of a deep-sea operator for whom a box coming into the UK is pretty unlikely to go back to the port of loading and might in practice go almost anywhere, And the next move will be with a different customer . To put that UBC figure into perspective , a single 15,000TEU ship , loaded only with 40's , would generate 7500 container movements on each leg into/out of Europe. That's at least 15,000 moves from one ship on one round trip
  4. That's a 72 day round trip. Ouch. Containers move worldwide - the next move for a box from Shenzhen area ports (28 day transit to UK) might be UK/ New York in 10-15 days. Inter -Asia volumes are huge: a few round trips to and from Singapore might only occupy a month
  5. Coming back to the Op's original question - nothing goes off a container terminal until it's cleared customs. You would normally not even book delivery until the box has cleared. Ditto on the export leg - if the export entry isn't in, it can't be shipped. I believe HMRC systems are linked with the port systems, and clearance entries are submitted via the port systems. Certainly the customs status of the box is flagged in the port systems and their container control system. The container will not be released by the port or the carrier if it's uncleared or under customs hold. In the
  6. Ahem... From a container shipping point of view, 8' high 20's are about as common as cuniform tablets these days. The height of an ISO standard 20' was originally 8' , but this went up to 8'6" in the early 1970s, and I believe BR had a programme of adjusting platform canopies in the early/mid 1970s to accomodate The only 8' high 20's in my experience were the 20' porthole reefers used on the ANZ trade when I started my carrier. These fitted into slots on the ship with cold air blown in at one porthole and out at the other where they connected to a big cold air plan
  7. I'm not really sure this is the right thread for this, but I'm not sure where would be better. I appear to have tripped over an eyewitness account of the working of our friend the "road van" . And it seems that this beastie offers the modeller a lot more operational interest than we guessed.... Road vans , LNER GE Section, 1933 The bit we want is the pdf file labelled Tow Rope , which contains an extract from one of Gerry Fiennes' books. Indeed the relevant section is "Tow Rope" (though the previous section reports that by 1933 GE brake vans were regarded as
  8. Since my layout runs a 1985-90 period, I think I can just about stretch a point and allow Hardwicke on a special. That's one thing about this model - as well as modellers of the earlier LMS and the LNWR, BR modellers of the late 70s' /early 80s can legitimately run it. It's less of a stretch than the Stirling Single which only ran on the GCR - Hardwicke's rail tour duties took her over quite a few routes. City of Truro was a good seller for just that reason
  9. It will look entirely authentic on a pair of blue/grey Mk1s . I'm very tempted. I do in fact own a pair of Ratio LNWR coaches, but they are in ex LNER brown as ex M&GN stock - LNWR livery is far beyond me
  10. I seem to recall that the Culm Valley line on the GW was a light railway, and the speed was so low that the dynamos wouldn't charge the batteries on electrically lit stock. Hence a pair of ex Barry coaches with gas lighting were used. My suspects for the unlit and oil lit stock would include the ex Wisbech & Upwell vehicles used on the Tollesbury light railway. The last 6 wheelers on the Mid Suffolk and the Thaxted line were gas-lit being ex GE main line stock, though the Thaxted vehicles probably just missed this count P.S. It's just possible engineer's vehicles m
  11. LNER built . Can someone confirm whether "the sit up and beg stock" was applied to these or the successor BR Mk1 suburbans?
  12. My target ratios (for the purpose of my Boxfile wagon fleet, which is absurdly large) 8 LMS 7 LNER 2 GWR 1 SR Top up with BR wagons as appropriate for postwar (say 10 BR wagons = 4 "rounds" of 7 wagons apiece , that being the requirement for an operating session)
  13. So we now know Skipton was an MR transhipment point for less-than-wagonload traffic between wagons . Two barrels of stout would no doubt have been well under a ton, and that will presumably have been transhipped via an Irish company . Since it's for Colne, via the Midland , I'm guessing Irish railway to DunLeorie , ferry to Holyhead LNWR, transfer to the Midland at ? Manchester . At a later date I would have suspected GNRI to Belfast, NCC to Liverpool or Heysham then MR (Actually Morecambe/Heysham might account for this getting to Skipton and not falling in
  14. Someone in the Illiteracy Symbols thread queried my report from a 1927 source about a minimum load to provide a wagon , and suggested it would have been a late development . Here we have report of two MR circulars of 1905 and 1909 for "LOADING OF GOODS TRAFFIC, IN LOTS OF LESS THAN A TON, TO NORTH EASTERN STATIONS" . i.e. the Midland was applying a minimum of 1 ton for wagonload shipments as early as 1905, and these are the MR routing instructions for handling less-than-wagonload shipments consigned to the NER. Road wagon and transhipment routings. Now the Midland, I
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