Jump to content
Users will currently see a stripped down version of the site until an advertising issue is fixed. If you are seeing any suspect adverts please go to the bottom of the page and click on Themes and select IPS Default. ×


  • Posts

  • Joined

  • Last visited

Profile Information

  • Location
    Champlon, Belgique

Recent Profile Visitors

The recent visitors block is disabled and is not being shown to other users.

bécasse's Achievements



  1. I don't know why, you are obviously more than competent at it (and other aspects of modelling too).
  2. The Ordnance Survey skimped on surveying between the two wars, maps issued between them, especially any 25" ones (the majority of which weren't reissued at all), often only had spot revisions to previous pre-Great War surveys. Sometimes railways were updated in those spot revisions, sometimes they weren't.
  3. It can also refer to white lead paint which was widely used by the railway, not least for painting carriage and van roofs, and I rather suspect that that is what is being referred to here.
  4. In latter days, say 1930 onwards, it may well have no signalling at all with either the crossovers at each end of the platform being worked individually by adjacent ground frames unlocked by the key token or those crossovers worked by the former signal box frame again unlocked by the key token.
  5. Common sense it was. When I started on the railway in 1969 (albeit at a desk job in Shipping & Continental), the first whole morning of my induction course was devoted to safety with two basic principles drummed into us, firstly that safety was an attitude of mind (what does common sense tell you is the safest way to do something) and secondly that safety was the responsibility of every individual and never the responsibility of someone else. Various scenarios were discussed to ensure that we understood our responsibilities and one is as fresh in my mind now as it was then. Imagine that you are standing on the platform waiting for your train to work, you look towards an approaching train, it doesn't matter whether it is yours which will stop or a preceding fast that won't, and notice that a door is swinging open, what do you do. The answer given was that you immediately turn to face the train and stretch both arms up into the air in a clear signal to the driver while at the same time loudly shouting "stand back, stand back" to your fellow passengers; even if the train was stopping anyway the emergency stop hand signal would warn the driver that something was seriously amiss. Advice on possible follow up actions was given too. It was also made clear to us that if we were on a moving train and considered that something was dangerously amiss we should have no compunction about "pulling the cord".
  6. Certainly Poole is not somewhere that I readily associate with the two articulated ex-SECR rail motor sets (513 and 514), the Fawley branch school trains and the Kenny Belle POSB trains being their more typical haunt. Unlike the two non-articulated sets (481 and 482) of similar origin they weren't pull and push fitted which disqualified them from use on the majority of SR branch lines, and, while they had more van accommodation than 481/2, they still offered rather less than most SR rural stopping train services required.
  7. The original proposals for HS1 would have seen the line stay south of the Thames, tunnel under south London and then rise to the surface to run into the terminal at Waterloo, it was a Tory politician who decided otherwise. By then research was showing that the market for through trains, day or night, north of London was unlikely to be sustainable - although a West Midlands - Paris day service might just have washed its face if the frequency/cost balance could have been got right. That shouldn't have been a surprise to anyone (or it wouldn't have been if they hadn't been mesmerised by the horrendous inaccuracies of the International Passenger Survey), the then BAA carried out regular high-quality surveys of the users of its airports which were made available to EPS (as Eurostar's UK management was originally titled). When domestic (as opposed to international interlining) traffic between LHR and CDG/BRU was analysed in detail, it was remarkable how little traffic originated outside the inner home counties (- and that was also true to a considerable extent for domestic intercontinental traffic so it wasn't just a near-destination effect). Today, Ryanair (and to a lesser extent the other low-cost airlines) has managed to generate a much more dispersed market but only by offering fares (and using a smoke and mirrors effect) which are much, much lower than Eurostar could ever afford to offer.
  8. Not just from the Warminster area and not just in comparison with Paddington. Although it had played no part in the original selection of Waterloo as the London terminal, subsequent research showed that Waterloo was as about as well situated for the Eurostar terminal in terms of passenger convenience as it was possible to get. Then some idiot politician came along and insisted it be changed to St.Pancras.
  9. I agree that the triangular fillet almost certainly means that it is a Maunsell rebuild but the twelve equally-spaced ventilators with a void roof beyond them suggest that there are six, not five, compartments, most probably equally spaced (and without any intermediate lavatories), with a van beyond. However, I can't identify a diagram no. which fits.
  10. And then, of course, there were the British cement manufacturers who put profit before patriotism and sold their product to the Germans via neutral Dutch intermediaries in considerable quantity throughout the conflict. The Germans apparently considered British cement to be far superior, particularly for the construction of blockhouses, to their own domestic product. Annual sales of cement to "the Netherlands" during the conflict were some four times higher than they had been in peacetime. Trading direct with the Germans would, of course, have been illegal.
  11. But it is easy to add the relevant information for non-corridor stock including auto trailers. Prior to the 1956 livery changes these had been crimson although the earliest BR repaints were lined crimson (or crimson and cream in the case of auto trailers). I have always suspected that the WR used a pale undercoat because its all-over crimson vehicles acquired a washed-out look far faster than those on the other regions, an effect which is very noticeable in colour photos (even though these were relatively rare at that period). The initial 1956 livery simply used unlined maroon instead of unlined crimson (and so didn't look that different on a vehicle which hadn't been cleaned although the difference was obvious when a train comprised both), but lining was introduced within a few years and had become more or less universal by the time the switch to plain blue was made in the mid-1960s. Of course, by then the widespread introduction of dmus meant that non-corridor hauled stock had become a rarity anyway.
  12. ....... and necessarily using P4 rather than OO or EM. Using a scale where the track gauge is less than that of the scaled down prototype inevitably requires compromises to track work geometry. For example, in OO a point of the same scaled-down "radius" as the prototype will inevitably actually be over 12% shorter simply because of the use of a narrower than scale track gauge.
  13. If one wants to be really, really picky, one would point out that a good few OES single track terminal branch lines were operated without any fixed signals beyond the junction station, especially post the mid-1920s (although the SR, at least, did provide illuminated marker lights). Where fixed signals existed on such lines, they often did no more than protect level crossings.
  14. Thameslink trains generally operated through at all times from the first day that the service was introduced, changing between third rail and overhead electrification during the stop at Farringdon. There were periods when various parts of the link were rebuilt when the service was split north and south (and was advertised as such) and there were also occasions when disruption of one sort or another, most commonly weather, also caused the service to be split, I suspect to minimise disruption to crew rosters. The very first Thameslink departure from Brighton (to Luton in this case) arrives at Preston Park around 06.15 on a Monday morning back in 1988. I travelled though to Kings Cross Thameslink on it.
  15. I suspect that it is a former 1st/2nd class SECR composite (formed 2/2/1/1/1/2) some of which had been downgraded to 3rd class by the late 1930s.
  • Create New...