Branksome71B

Totally agree. Back in the 80s, the Wolverhampton - Euston and other services had empty coaches front & back whilst those which stopped by the stairs were always rammed leaving New St.

In the 1970s, Bedford St Johns was dire another in this category Manors at Newcastle. Lea Hall Birmingham, not the sort of place a Railman would volunteer to work. By far the worst for me, Sheffield Victoria being taken apart by vandals before co-ordinated demolition. I have photographs of the War Memorials before their removal.

I suggest that Drivers bringing DMUs in from Swansea to Shrewsbury in the 70s never read those directives. Engines left running unattended from around 11:00 until 15:43 departure weekdays in Platform 6.

The Wolverhampton to Shrewsbury line boasted a halt at New Hadley between Oakengates and Wellington. new_hadley_halt_[2]_25.may_1975.aey.jpg which survived until mid 1980s. Little of note except in late 1982, the Guard off a down all stations to Shrewsbury wanted to know how much to charge for a single for a goat which had been put in his care at New Hadley and was being met at Wellington. As the conveyance of livestock had finished, the Booking Clerk suggested issuing a Child's ticket 'cos it was a kid !

During late 50s/early 60s, a morning Saturdays only North Road to Manchester London Road frequently contained Gresley TOs and also trailed a couple of fish vans.

Or travelling in winter on a Gloucester Class 119 set when the heaters wouldn't fire. Difficult to see or breathe through the fumes.

Good luck for the future. Happy to hear items will continue in safe hands.

Phil, This maybe of interest to you. Worth going through the whole page for details of workings on Seaton branch and some stone trains in 1960. http://svsfilm.com/nineelms/pandp.htm

Anyone have any updates on these models, please?

1. Most likely the clay traffic would have been added to the daily freight as there always has been the issue of line occupancy between Coombe Jct and Looe, Coombe Jct had a signal box and Looe a ground frame by 1950s. No loops, refuges or sidings between the two to allow crossing of trains on this section. Once at Looe Goods Yard, (whether passenger or freight) second train allowed into section. 2. Presumably all dependant on state of tide in river and draught of ships. At one time, there were rails beyond the fish quays almost reaching the Little Banjo Pier so lower quay would be the most likely place for discharge as Looe's fishing Luggers amounted to some 15 boats and smaller fishing boats tied up along the fish quay. 3. Siding space on quay was always in short supply, if too much traffic received to be easily handled, there was some siding space in Goods Yard and v/v empties could be placed there. Again, because of line occupancy, very unlikely locos would run light engine in either direction. During busy Summer Sats until early 1960s, freight was generally suspended to allow an additional path for passenger relief train.

It was Horace Batchelor with his famous "infradraw method". If it was so good, why didn't he make his fortune?

I went to Calais, then caught a local from Calais Ville to Boulogne to meet up with others I knew . Returned from Calais. Boulogne passengers had the longer stay due to crossing times. In those days, I was working for B.R. so my F.I.P. card came in useful for discounted Continental fares.

Ah, such memories with Merrymakers. The Birmingham area had a profusion destinations during the 70s/80s usually with Class 47 and Mk 1 compartment and open stock with no catering as most receiving points had no trouble manning the traction. Distance was generally a deciding factor. Paignton was about as far west, Stirling north, Weymouth south and Norwich east to give a reasonable length of time at the destination. Many of these started from either Shrewsbury (Stoke Division) or Wellington (Salop). The memorable one was departing at around 23:00 from Wellington and picking up (IIRC) at Wolverhampton, Birmingham N.St and Leamington with the destination of CALAIS or BOULOGNE!! Option was based on availability of seating on Hovercraft to Boulogne or ship to Calais. No idea when we arrived back but late at night. Don't know if it was ever repeated but the train was well over two thirds full. Cost was around a tenner. Wonder if it was the original Booze Cruise.

Remembering the riding qualities of the AM4s, I think they were probably sea sick!

I also grew up in the South West and the first sight of a Western was of Enterprise in Dessert Sand at Laira steam shed in early 1962. The new diesel depot was still a week or two away from opening. A bit of a contrast from Laira's steam locos (IIRC still had a King & Castles on it's books at this time). Upon enquiries, we were told these new locos were to be trialled on The Mayflower. One noteable occasion was the failure of a Western whilst climbing to Dainton from a Totnes stop in 1964. Rescue came from Newton Abbot in the shape of a single Class 22 (known for being unable to pull the skin off a rice pudding). After showers of sparks and lots of noise, the venerable NBL fetched the complete train of Western and 10 into Newton Abbot in just over an hour. I suspect the Western did have some power available. A favourite train for Western haulage was the overnight Sleeper from Paddington - Swansea in 1973. Virtually guaranteed a 1000 and the sounds at night were sublime. It seems incredible that a Class which lasted for only 15 years had and still does have such a following.