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About highpeakman

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  • Location
    Where I can watch the Red Arrows practice.
  • Interests
    Very broad interests but perhaps focused more on BR Midland - Derbyshire, Notts and Lincs areas in late 50s/60s - Wirksworth, Buxton, Cromford & High Peak in particular - Also GC Main Line around Nottingham + any Industrial railways (NG and Standard). Old enough to remember C&HP in working order, Trent Junction Station, Derby Works in full flow, Windcutters at Nottm Victoria, prototype Deltic at Grantham and a few other things I miss.A believer in modelling to capture the feeling/atmosphere of the time/prototype even if some details are not correct and of the right to run what I like.

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  1. Is it likely the up diveunder line will be brought into operation before the down line is installed or will the up be installed and the diveunder up and down lines commence operation together?
  2. What was the original purpose of that platform thing attached to the wall above the canopy? I note it has gone in the most recent photos. Perhaps just part of a fire escape was one thought but probably anyone using it could have got straight onto the ladder anyway?
  3. Thank for the links. Very helpful. But sorry, I should have searched online before asking. I just wondered if I had missed something on this thread, although I did look back, when it was being done on the up Stamford.
  4. I'm going to show my ignorance now of the tracklaying process. I thought I had been paying attention throughout but there is something I don't think I have noticed being done, maybe I missed it when the up Stamford was put in place? When the track is laid and new ballast put down there is a point where the track has to be "tensioned" - is that the correct word? - i.e. all those kinks straightened out and pre tensioned to allow for temperature expansion. How exactly is that done? Presumably that will not be done on this new section of track until the rest of it, in the dive under, is also laid and connected at the other end?
  5. There was no mention made of that when we made enquiries and I found nothing on line about it. One transport company just told us that if we wanted an HGV licence we would have to do it ourselves even though there was already a shortage of drivers. This was before Brexit, about 5 years ago when, I guess, it was cheaper and easier to employ European drivers. I have not looked around recently but reading comments above I do wonder if the industry is doing enough to attract new drivers into training even now.
  6. I thought that this would be a good career move for my son a few years back but we found that obtaining an HGV licence was a major issue as we couldn't find any local transport companies willing to give any on the job training. They only wanted HGV licenced employees. So, while I was willing to pay for a training course for him, taking that course would have meant giving up the job he already had because the training period was so long plus he would have to travel a long distance every day to get to the course. As he had a young family he was unwilling to take the risk of losing the job he had. He has since got a job as a delivery driver for a car parts company so is now driving fair distances but in a large van. We felt, at the time that the transport industry wasn't doing enough to support and train new drivers and maybe that is still the case.
  7. Social media - I suppose I should now go and wash my hands after typing that! Perhaps it should really be called unsocial media? Like so many things it can be very useful and helpful but, often, so much content ends up as illiterate, bad mouthed ranting. Like littering, we don't seem to be able to get people to stop contributing nastiness.
  8. The web page has the same "Live" banner at the top of the page as many other "local" newspaper websites including ours in the East Midlands. In this case it says Plymouth Live. Ours has a local Live banner but often includes news items from out of area. Genuinely local newspapers just can't compete these days I am sorry to say.
  9. I don't know the area at all so this probably has little value but the report seemed to suggest the "train", if indeed there was ever a train, was seen near Tothill park. Looking at Google maps it seems that a train could have got to that point perhaps without going down to Laira Bridge (which would have required a reversal). I have no idea though why it would do so and, I repeat, if it really did so. Could that be the case possibly? As I said, I don't know the location at all but this just piqued my curiosity. Local "Paper" reporting these days is, unfortunately, notoriously bad everywhere in the country and seems to be reported from offices situated a long way away using little local knowledge.
  10. An article yesterday in the Plymouth Herald about "Ghost Trains" being seen on the branch. https://www.plymouthherald.co.uk/news/history/gallery/abandoned-train-track-5566096?fbclid=IwAR0hmSJPlhz4x1b1CKhKEb0HC-xOb3QQYURR_5WoIcvWIQK_q1ps1Ho8Qio Is there still some activity with just part of it still in regular/irregular use? The article mentions that a train with approximately 20 "Oil carriages" (!) was seen near Tothill Park.
  11. Interesting experience this afternoon. I was driving south on the A46 from Caistor to Market Rasen and arrived at the crossing at Holton le Moor. The red wig-wag lights were flashing and the barriers were down. There were quite a few cars, probably a dozen, waiting. A tank train, I guess from Immingham, went through heading to Lincoln. That cleared the crossing but the lights continued to flash and the barriers stayed down. After about 30 seconds a local single unit passenger train (a 153? I'm not good with these units) went through in the opposite direction. A few seconds more and the barriers lifted - but the lights continued to flash and did not turn off. For a few moments no one moved but then traffic in both directions started to cross in spite of the lights continuing to flash. I must confess that, at first, I was thinking "Well, there can't be another train coming yet and the barriers are up - so should I go over the crossing or not?". Thinking back to what I read on this thread I decided that I would not cross (it's illegal anyway) but I could see that might possibly lead to arguments with some of the traffic queued behind. There was a small bus two vehicles in front of me and he stopped and would not cross - traffic still coming over from the opposite direction. Then a truck coming the opposite way stopped as well. So now no traffic was crossing. After about 30 seconds the barriers came down again, a further 30 seconds and they went up again and this time the lights went out. Traffic returned to normal. It was then obvious that the signalman, in Holton Box or further away (is Holton le Moor box still manned?) needed to lower and raise the barriers to reset the wig-wag light control mechanism but couldn't initially do that while the traffic was moving over the crossing. An awkward situation that was not helped by the initial rush of traffic in both directions. It does make me think that many drivers still don't understand what those lights mean.
  12. I've been looking for a map/diagram showing the new track layout at KC compared to the old. Haven't located one yet (That's probably just me), is there one please?
  13. Part of that system passes close to here but is no longer in use.
  14. Thanks for the comments. Still a few detail things I will add to the weathering - oily marks, etc - but I am always wary of overdoing it. As others have found, I find that photographs tend to shine spotlights on all the faults. One shutter already made for testing but not yet fitted.
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