PGH

It does look in a considerably worse state than when I last saw it 15 years ago. It was previously at Dinting, hence its connection to the Bahamas Society. By coincidence after posting the photo of the two MR locos at Smalldale - Post #8 in the Standard Gauge Tin Turtle topic - I have been wondering whether to post a new topic on ICI Buxton's 'first generation' diesels. In addition to RS8, the subject of the above photos, they also rebuilt several Ruston diesels to the similar strange appearance with raised cabs and lowered bonnets for use at Tunstead and Hindlow, most of which I photographed there or elsewhere.

This new topic in the Standard Gauge Industrial forum may be of interest on this subject: ttp://www.rmweb.co.uk/community/index.php?/topic/71150-bersham-colliery-sidings-an-ideal-subject-for-a-model/#entry1027244

A 'Kip' is a term used in the North East for a raised hump in the track used to assist the gravity working of wagons, usually associated with rope worked inclines.

That's the one - reprint of a 1931 Sentinel publication by EP Publishing Ltd in 1974. It covers earlier types than the subject of this model but the basic design features remained the same. Sentinel extolled the virtues of chain drive which allowed the use of a more flexible suspension than on an ordinary locomotive and it was much easier on the track, which allowed the use of a lighter rail section. It appears that, as the springs were not actually fixed to the brackets, the only thing which prevented the wheels "falling off" when the locos were lifted (apart of course from the radius rods and chains) were the bolts in the bottom of the brackets shown arrowed in the photo below. The nuts on top of the brackets would be to retain the hardened steel wearing plates on which the ends of the springs were seated.

According to a Sentinel publication: "the axle boxes are held in place by radius rods adjustable in length to take up wear in the chains. The end of the springs slide on hardened steel plates carried in deep brackets rivetted to the main frames" Obviously the radius rods must run in the same direction on each axle as otherwise the axle would tend to twist when the springs were compressed.

OK, point taken, thanks for that. You must appreciate that posting photos from old negatives (sometimes of indifferent quality) can involve considerably more time and effort than from a digital camera, and its thus all the more annoying when they are misused. Since posting the photo and having absolutely no idea about the layout of the gates, I’ve been wondering – why are the cast iron posts nearer the track, especially on the right side, than the timber posts on the far side of the roadway ? Now I think I’ve come up with a solution – immediately behind the camera is the start of Astley Green Colliery Yard and the cast iron posts probably mark the boundary of the yard. In the distant past there would have been gates on these posts, which would have been closed across the track when the railway was not operating and thus they really have nothing to do with the operation of the crossing. The timber posts on the far side were probably once used for field or similar type gates across the roadway. With regard to the provision of a separate gate for pedestrians, in this case its unlikely as the roadway only served a couple of farms. I would think that pedestrian gates would only have been provided where the crossing was a regular walking route, e.g. if there was a public right of way (footpath) along the private road. One factor perhaps to be considered in the operation of such a crossing is visibility. In the example illustrated the area is flat and relatively open so that approaching trains can be readily seen by road users approaching the crossing, and probably vice versa, and therefore the absence through disuse or otherwise of gates would make no difference. If visibility was more restricted it would perhaps be more likely that gates would be provided and maintained in use. Finally, thanks Arthur for getting me into this subject !!!!

More on the level crossing - The NCB Handbook “The Operation of Surface Railways, Rules for the guidance of NCB Personnel” states the following:- Where a level crossing of a public road is not equipped with gates, barriers, automatic red flashing lights or controlled by an attendant, the shunter is responsible for carrying out the following procedures a. signal train to stop clear of the crossing b. wait for a suitable gap in road traffic c. stop road traffic, using red flag or portable flashing beacon d. signal locomotive to proceed and remain in position on the road until it is completely blocked by the train e. remove beacon, if used, and rejoin train However if the road or track in question is private with limited use I would agree with what has already been stated, i.e. the onus would be on the user of the road to allow for the trains rather than vice versa and if gates were provided they would normally be closed across the road and opened by the road user.

On balance I think the Parkside are the easiest to assemble and probably best for a starter. The PECO is a bit more complex, having opening side and end doors with fiddly hinge details. The sides come in three sections, plus the top capping and the door, and getting it all together can be a bit tricky. The PECO is also a bit more expensive, but for very little more you could buy the ready assembled and painted LIONHEART TRAINS wagons, which are excellent although you do have to buy them in pairs. There is a bit more detail on the PECO solebar as you suggest and as shown below By the way, the pin holes in the brake lever guide on the PECO wagon may look a little uneven - that's because you have to drill them yourself !

No, it was the other way round, WESTERN QUEEN (GEC 5479) was delivered new to Parkside but quickly moved on to Bickershaw in March 1979. WESTERN KING (GEC 5480) was new to Bickershaw in February 1979 Both were redundant when BR locos began working through to a new rapid loading bunker in 1985 and were transferred to Littleton about February 1987.

The Industrial Railway Society’s recently published latest ‘EL’ handbook (which I don't yet have) probably has the current position, but the previous edition (published in 2009) lists 26 GEC locos at Corus, Lackenby Works including two ex Littleton noted as dismantled. Presumably these would be the two green ones at the workshop, perhaps used as a source of spare parts. A third ex Littleton loco is listed at Corus, Shapfell Quarry, and the remaining two are not listed, so scrapped (or exported ?) by that date.

Two GEC locos inside the loco shed in November 1993.

In July 1982 GEC locos WESTERN ENTERPRISE (leading) and WESTERN PROGRESS cross the canal at Otherton as a canal boat passes underneath.

WHISTON from Foxfield on a photo charter at Otherton level crossing just one month before the colliery closed.

In 1977 the new GEC 750hp locos were introduced and about that time a rapid loading bunker was installed at the colliery and the track layout rationalised. The original track layout is shown in the September 1972 Railway Modeller. The inward empties line, forming the southern leg of the triangular layout, was lifted and the cutting it occupied subsequently filled in. The new rapid loading bunker was situated alongside the fulls out or northern leg of the triangle. Most of the track on the third leg comprising the screen and washery sidings was lifted leaving just access through to the loco shed.

There is a photo of No.6 with the Hill-Bigwood mechanical stoker in the Industrial Railway Society’s RECORD No.196. In addition to the diesel engine vent above the bunker there is also a circular grille near the bottom similar to the one on Walkden Railway’s WARSPITE shown below, although without the hinged door. I assume that the oval hole in the centre of the grille would be for hand starting the engine. You can just about make out on my photo of No.6 (better on the original than the low resolution version posted) the circular patch where the grille has been removed. The light patch on the inside of the cab backsheet would be where the stoker controls have been removed, these can be seen on the WARSPITE photo. Apparently at Littleton the stoker screw regularly jammed and the crew had to break up the larger lumps of coal by hand.

Yes, I should have taken more in colour. The irony is the colour shots were taken with a relatively simple camera whereas the black & white were taken with a SLR, but the combination of my sometimes lousy efforts and commercial overdeveloping – producing too grainy, dense and contrasty negatives – gave rather disappointing results at times.

In April 1971 the scene at the shed was similar to the previous visit 11 months earlier albeit with the locos rearranged, and LITTLETON No.5 conveniently posed outside

The following photos were taken in May 1970 on a weekend visit

Following the discussion on the Littleton Colliery exchange sidings at Boscomoor, I can add a few photos of other parts of the colliery system which may be of interest. These were taken on a number visits between 1966 and 1993, the last being the occasion of a steam photo charter just one month before the colliery closed. Some visits were made on a weekday when locos were working and others at weekend when the locos were on shed.

OK, will do, I'm busy scanning negs ! Strange to relate that some of these photos taken 30 years or more ago have never been printed, so its quite an interesting exercise for me.

I can post more photos, especially of the colliery end of the line and locos, etc, in a new topic on the colliery itself, if there is any interest

This rather grainy photo was taken in April 1971 and shows No.7 Hudswell Clarke 1752/43 and brakevan standing on the points leading to the Rowntrees warehouse. On the left is No.3D Hunslet 7181/70