Rob F

How would a 70 compare to a 59 or a 60? I know they have a higher rated power unit than either but are they more in the mixed traffic mould of the 66s or a heavy hauler like the 59s and 60s? ROB

Was in Carbis Bay on Boxing Day and the rail tops were already orange after less than 36 hours since the last train. Rob

I think Dawlish has almost given up on being a seaside beach destination already. We stayed there a few times with the kids and it became more difficult, year on year, to find self-catering holiday accommodation anywhere close to the front. The last place we stayed in was on Marine Parade and that stopped when the owners decided to let it out to, as they described it, 'to the Social Security for homeless people'. Apparently they could make a lot more money that way as the holiday trade had dwindled right away. Incidentally, in the 1980s my parents hired a flat on Sea Lawn terrace, right next to where the current breach is. The last few times we have stayed in that neck of the woods we stayed in the camping coaches at Dawlish Warren instead. ROB

News reports coming in that the sea wall has been washed away at Dawlish and that there is damage to the seaward platform at the station. http://www.bbc.co.uk/news/uk-england-devon-26038912 ROB

Excellent pictures. I've always wondered how they get away with so little yellow on the front end. Rob

Plausible, but if the body profile matches the stock they are used with, would that not make them narrower than a mark 1, and thus even further away from a C3 restriction as the body is shorter? Rob

Yes, but not the DVTs, which are shorter. Compare the Hornby DVT to a mk3 coach and you will see. We also have a photo of the data panel of an actual DVT in this very topic which corroborates the wiki value, so I don't think this is in doubt. So, if we can return to the original question, why are shorter vehicles given a C3 restriction? Rob EDIT. Sorry, early in the morning and hadn't noticed we had got to page 3 and the issue was being dealt with.

If you look at the picture of a data panel on an actual DVT earlier in the topic it has a length quoted as 18.83m so I think we can take this to be correct. So again, why C3 I wonder? Rob

Are you saying that the quoted length is incorrect or not? If not, I am not sure the comment is very useful. Rob

According to Wikipedia, mk3 and mk4 DVTs are 18.83m long, which is shorter than a mk1, so why the C3 restriction? Rob

May be OT as the pic is not in Essex, but I photed this 309 in Liverpool St in the summer of 1985. Apologies about the quality but my slide/negative scanner has some issues and the print has discoloured over the years. ROB

Not a great scan but quite interesting subject matter.On the up line at Trent, having just come off the Erewash Line. Summer 1985. ROB

I have a PowerCab and after a few startup issues reported on here, I have generally been very pleased with it. The short-circuit protection is very poor though for such an otherwise well thought out piece of kit. I switched from an old Lenz Compact, which in all other respects is primitive compared to the NCE device, yet when there was a short all the power to the layout was cut very quickly. The short could then be removed , the reset button pressed and away you go. No need to buy extra devices for short circuit protection, just a very simple system that worked well. Is there any reason NCE coudn't do the same? ROB

I have often considered this as well but the problem would be the lack of connections from the GC to other lines. You could get to Derby Friargate and Lincoln would be accessible by putting in the 'reverse' of the connection that was actually installed at Netherfield from the GN to the MR but other places would be very difficult to reach. If you accept the premise that one station had to close (which I don't, by the way) I think it is quite difficult to make a case for that station being Midland. ROB

David I think JVol6123 maybe on the GN line at Linby, rather than the GC. ROB

David Thanks, that is clear now. ROB

David May I ask where the shot at Edwalton was taken? Rob

The accepted meaning of through route is a direct service, to me at least. By the standard of the Kings Cross example you could also claim a route with a change at Derby or Tamworth or Birmingham or even Reading (off the one a day Cross-Country service to Bournemouth). Nottingham lost the GCR and the MR route via Melton which I think is unprecedented for any other city (we can get into arcane discussions about Wells and St Andrews but you know what I mean ). I don't know when the last direct service to Kings Cross ran. I know the GNR ran some from London Road Low Level but I don't know if the LNER ever did after the grouping. Maybe the GNR stopped when the GCR and Victoria opened, over to someone with more knowledge than me! ROB

The pictures of Colwick highlight what a large complex this was and also as a secondary point, its loss demonstrates how savagely Nottingham was hit by the closures of the 50s and 60s. Was there any other large city that lost such a high proportion of its rail network as Nottingham did, including 2 of the 3 main routes to London? ROB

Dave I think Somaliland is on an up train. Fantastic shots again. Rob

With regard to 7122, I am not certain about this, but should this strictly be referred to as a down train? The mileposts on this section number via the Melton line (and still do) and continue northwards via Mansfield Junction. The numbering via Leicester (and thus 'up') only commences once Mansfield Junction is passed. Once again, thanks for the fantastic pics. Rob

I think the train at Arkwright St is heading in the Up direction. I think you can also just make out the brake van of a down goods. ROB

I think 3279 shows a down train. Great pictures again, thanks very much. Rob

No, me neither!! Rob

The 2P will have come up the GN/LNW Joint line via Melton North. These services were diverted to Victoria from London Road Low Level in 1944. ROB