Engineer_London

Ramsden Dock station, Barrow Island. Long gone [1915]. Fascinating rail network in the vicinity [Furness + industrial] and a few traces remain of this. Some background and pictures via: http://cumbrianrailways.org.uk/index.php

Some late- and early-hours pictures from past months: An Engineers' train Baker Street platform 1: Conferring about work in the possession at the end of platforms 3/4 Baker Street: On another day, a member of station staff does the pre-service check of platforms 3/4 at Baker Street. Traction Current is still off on the tracks leading North, shown by the 'three cherries' indicators: Work party with an Engineers' train in Finchley Road southbound platform, waiting to progress southwards to the work site. Another day, and the Engineers' train party again waiting to head south into the possession from Finchley Road. A picture that didn't work as planned but instead caught a station staff member 'lamping' the departure of the last Northbound Chesham train:

My inspirations didn't come from layouts or articles about them, although I remember very well the RM 'Denny Special' of June 1961 and early Borchester articles around the same time. My magazine inspirations opened my eyes to tramways, model and prototype. Specifically: London United 1906 Type T Palace cars, MRN May 1962, article by R. E. Tustin The Glenview Tramway, MRN, around 1960, article by R. Elliott The series of articles on tramways and road transport generally in MRC in the late 1960s A magazine article was also responsible for reinforcing an interest I've had from my youngest days - the Metropolitan: The Met in 1/2" scale, MRC, early 1960s, article by J. C. Y. Baker This featured an outstanding model of Metropolitan single motor coach 46, an unique three-dimensional impression of what the prototype must have been like to see, and ride in.

Very useful information on the 2012 work, thanks. There was work done in 2008 I believe, as well as the earlier overhauls and modifications mentioned already, and the conversiion for brake-block testing in the late 1960s. There seem to be at least five distinct phases in the post-service life of Sarah Siddons, with attendant detail and livery differences. During the operational years 1920 to 1960 there were not only the livery variants but also quite a few detail differences, and the result is quite an interesting fleet of twenty locos. Edited to list the information above for clarity and hoping for any corrections/confirmations on the way: Phases in post-service era: (i) 1961 to late 1960s [when Loco 12 received modifications for brake block testing - some of these are visible] (ii) late 1960s to 1981 [Loco 12 overhaul, including livery change] (iii) 1982 to 1991 [approx.] [loco 12 overhaul/modifications, fitting roller bearings and ETH] (iv) 1991 to late 1990s/early 2000s [possible further overhaul/modification work/livery change - information needed] (v) to 2008 [overhaul/modifications, elimination of side access features on No, 1 side dating from late 1960s. Livery changes, new nameplates fitted, ETH receptacles painted black] (vi) 2008 to 2012 [Vacuum braking equipment installation] ...

Thanks for responding with the detail. I apologise for the delayed response, down to work and life I think I can infer what is meant, so here is a start on identifying some of the visual differences. I may have missed a few things, and there’s still a long way to go to construct good evidence, so what follows is my initial best endeavours, and I've called on the advice of 2-3 people who have good knowledge of the subject. Specifically, I believe the mention of “installation of GEC electrical / control equipment” is linked to the 1981/1982 overhaul of Sarah Siddons. Already, in the late 1960s, the locomotive had been modified for its role in brake block testing. Visible differences and notes on other changes and differences. On each side, roughly central and suspended from the solebar alongside the brake shaft bracket, there was a new AEI/GEC shed receptacle. This is a light grey object, with top-hinged flap lid showing to the outside, with one red and one blue spot on it. It is the place where a shore supply/’trolley lead can be inserted. At the same time, the existing four shed receptacles, one at each ‘corner’, suspended from the headstocks, were removed. These receptacles had been in place on the loco from the 1920s and were smaller, less prominent than the ETH jumper receptacles that were fitted at those same vacant ‘corners’, later, in the early 1990s. See loco 5 ‘John Hampden’ in the London Transport Museum for examples of the original receptacles. The remainder of the traction equipment [bTH, installed 1950s] remains broadly unaltered. Also at this overhaul, electrical equipment, cabling and installation within the locomotive was renewed with capability to run on 750V dc line supply, and internal changes were made to brake control equipment, possibly including some alterations in the air brake piping and hoses at the loco ends.. So, in relation to the “1982/3 GEC modification”, key changes to the model could be: Add 2x new shed receptacle, remove 4x ETH jumper receptacle, maybe minor changes to brake piping at ends. A livery change was made, believed to be the 1930s London Transport style, broadly as applied to loco 19.

"EDIT: I have seen several notes on other sites which says that no.12 Sarah Siddons differs from the others because of the installation of GEC electrical / control equipment. What, if any, are the visible differences because of this?" Intrigued by this. In between work and life, I'm working out slowly a list of the detail variants and visible differences in the M-V Bo-Bo fleet. Really important to me to use evidence, so any chance of links to the particular notes on other sites, please? Thanks.

Useful picture suggesting removal of steps, too: http://www.warwickshirerailways.com/lms/lnwr/rugby/shed/lnwrrm2497.jpg

Noticing the comparison picture in post 306, here's another one to compare - my treasured very first model train, very early 1960s but a relatively modern picture: Made from hardwood, Triang coach bogies and Transcontinental wagons. Special feature - Acton Works paint job. My father also began a more sophisticated model from wood, full panelling, window and door detail, and Triang 2-BIL motor bogie, and all this done before he obtained a drawing - now there are dozens of drawings to call on! In those times my father and I could only dream of an RTR model. I'm delighted that the Heljan models are here to enjoy, now. CEng.

Some public domain TfL information on colours and graphics for Overground: https://www.tfl.gov.uk/cdn/static/cms/documents/overground-train-graphics-standard.pdf

Lab 5 at Northfields, Piccadilly Line, mid-1980s. Underground Test Train Driver John Curd, at the controls, has spotted me. His Guard, Stevie Adams, has also seen me and waves from the side door of the second vehicle.

Once again without notes to hand, all I can say at this moment is that there have been some alterations to the coaches you mention, not least that the ends of one are painted black which doesn't appear to be right for the LT era and certainly not for the Met era. One of the coaches has had its end switchgear removed, and the nine-compartment Third has had new roof vents - which seem to be installed at 90 degress to the conventional orientation! The 7-compartment vehicle was, in the Met era, one of the three 1923-build composites and evidence remains of this in the compartments.

Just a note that photographic evidence is essential for detail of vehicle ends. There are plenty of variants in end detail between the various builds of Main LIne Stock, including presence - or not - of external lighting switch, arrangement of conduit to the heater switches and size/type of switches. Some of this is down to equipment being added or modified over the vehicles' lives. The built-in red light is a London Transport-era addition. By comparison, there are fewer good pieces of evidence for intermediate coach end detail. Broadly, the pattern of equipment follows brake end principles - the components and connections have to be in the right place to suit the installation of heating and lighting on the vehicle.

Apedale Valley Light Railway Tracks to the Trenches event 12th September, 2014

Track check at Northallerton, Friday 8th August, 2014

Some views in the vicinity of West Ruislip. Hope the detail ones are helpful. Sorry about joins and distortion in some wider views - old camera and combined images. 5 February, 2014. 20 July, 2014 Additional picture in the early light of this morning, 9th August, showing a closer view of the tripcock installation on 20 096. Trip arm, seen at an angle to the leftward, is in the raised, latched-up position.

Just passing through, tonight. A track worker walks towards Uxbridge and a machine follows at a steady pace:

Some progress at Ickenham on this second weekend of a three-week block. Conductor rails are down on the London-bound track as far as the sub-station gap. Looks like an end-of shift track walk in progress. ...something to stop and mark for attention: Meanwhile the trains continue to run through the village in the form of the rail replacement bus service:

This evening's state of progress, plant and people just on the London side of Ickenham on the Metropolitan and Piccadilly Lines:

Following post 898, which featured a picture at Ickenham with a weekend closure for drainage renewal on one line, here's another image from early this morning. Track replacement has started on the London-bound line just south of the station. It's a long-planned block closure for multiple works, lasting three weeks and associated weekends: http://www.tfl.gov.uk/travel-information/improvements-and-projects/tube-improvement/metropolitan Of course this means a bus diversion to West Ruislip and today, catching the first eastbound Central Line train to work. Literally seconds before this berthed, a fleeting chance for pictures and later, during a morning break, two photo-merging experiments. Locos and barrier wagons are stabled on the link line between Ruislip depot's 27 road and main line signal ME589, probably awaiting return northwards later in the day. No human interest, but included for interest and modelling clues.

Just enquiring for clarification - if it is appropriate to ask and if it's information that can be revealed: What's the broad status of the development project for the loco model, and how far has the engineering prototype reached in getting features and detail right? Is there a process of scrutiny still to come, looking at refinements of detail?

Quick pointer to Kinver material including survivals: http://www.rmweb.co.uk/community/index.php?/topic/40592-kinver-light-railway/ That previous topic owes much to Wheeltapper, who we miss. I remain personally grateful to him for his assistance and generosity.

A note for chrisf: [and this is a replacement post as work computers aren't allowing edits] Again treading carefully as I've not been past the Acton Depot site for a while. I believe it is demolished now, and the development replacing it may now be complete. I can't get the work computer to display properly, but I think the current satellite view via Google was obtained with the demolition part-done. Unable to get Street View to work to cross-check. As with Manor House, there are some plans and structure sections still in existence that reveal a quite involved and compressed track fan at the entry to the shed, which would delight the model track-builders. Original plans also show an adjacent public house structure, simply labelled the 'Red Lion Hotel'. The tram shed had a lengthy role, post-operational use, as a store and base for London Transport's electrical engineering functions. An addendum: Across the road from the Tram Depot, just at the junction of Acton High Street and Steyne Road, there is now a police station. Before this was built there had been the remains of a horse tram depot including the inclined ramp for access to its stables.

London Underground weekend closure Harrow-on-the-Hill and South Harrow to Uxbridge. Drainage works just on the London side of Ickenham, in progress, this morning.

A response for Chris116: Hope I have the right place to match your observation - will tread cautiously. In the late 1960s, my father introduced me to London's tramway geography and remains. The tours included a lot of North and East London and I was shown the Manor House side entrance and track. He told me of seeing, in the 1930s, one or two of the single-deck four-wheel E cars of the Metropolitan Electric Tramways Company [MET], stabled on that track. This is consistent with evidence given in authoritative papers and books on the MET, that Wood Green depot in the 1930s was crowded and needed overflow space for a few of its smaller vehicles. Manor House was a major office for the MET and originally, had been the site of a horse tram depot and stables for the North Metropolitan Tramways Company. I've seen engineering plans of layout and buildings that suggest the original premises were quite extensive. The stabling siding followed the same alignment as the horse tram depot entrance.

It would be useful if long-term plans could extend to producing the First Class coach - the remaining body format for the Bogie Stock that's not provided in any of the available product ranges, 4mm or 7mm.