C126

@Covkid Memoirs, please! 😀 If I remember correctly, the Coal Network came about not only owing to the bean-counters' demand for greater control of costs (instead of sharing!), but because the Speedlink routes were less convenient to the domestic coal depots. Hence centering on Didcot Yard for the south-east. But an accountant can make anything appear 'un-economic' if desired...

Many thanks, @Rivercider . Michael Rhodes (Illustrated history of Britsh marshalling yards ) quotes Acton Yard closing to Speedlink traffic from 1984 onwards. Also, I must take into account the launch of the Discrete Coal Network (was this an official name?) in 1987, so I think I will bring the year forward to October '86-May '87, to include more trains. It occurred to me to read the B.R. Annual Reports! I hope they will list freight traffic by sector, and I can base my choice on something based on evidence. A bit dull-witted of me not to think of this before...

@stivesnick Many thanks for this gen.; much appreciated. I thought the October-May time tables would be best, as more traffic would run through the autumn-spring, rather than a slacker summer. But I could be wrong. So far I have: OCT '73-MAY '74. Southern = M (Mand.), N (Cond.). London Midland = A & B (Cond.), and also J? T? Eastern = A (Mand.), K (Cond.). Western = PA (Mand.), PF (Cond.). OCT '87-MAY '88. Southern = WE. London Midland = CC? CR, CS, CW? Eastern = LD, YH. Western = PD. I realise I ought to 'define my terms' in listing the inter-regional yards to be plotted. More to post later... Thanks again and all good wishes.

This probably sounds quite daft/pointless, but I am preparing a 'retirement project' for the winter, viz, a diagram illustrating a comparison between 1970's wagon-load freight trains and 1980's Speedlink freight between the London marshalling yards. In the style of a previous exercise, I want to show the services between the regions' yards at two 'peaks', and the differences should show the changes (e.g., Norwood Yard's closure for the Southern Region). I thought the best two years' Working Time Tables to use would be October 1973/May 1974 and October 1987/May 1988, being those before the two national economic recessions. Do most people here think these years would be most useful? If not, which year(s) would be better, please? It appears the H.M.R.S.'s W.T.T. holdings are not as extensive as hoped, but this problem is for the future. I am eager to learn which 'area codes' would be needed for these two years; so far I have only the Southern Region's: October 1973 (Mandatory) : M. October 1973 (Conditional) : N. October 1987: WE. Presumably I need Western Region, London Midland Region, and Eastern Region as well. Does this sound a (relatively) useful graphic exercise? Am I missing anything? Would another area/freight flow be of greater interest? All ideas gratefully received. Many thanks for giving this your consideration. Neil.

I think the SRG is more likely. The tool hut I bought in pairs with the 'regular' Platelayers' hut: https://www.roxeymouldings.co.uk/product/491/4b3-sr-platelayers-hut/ Thanks for taking the interest.

Sorry to 'bump' this, but if someone could identify the purpose of the 'real' one of these, I would be grateful. I thought this was the S.R. concrete Lamp Hut. It is oblong, the blank sides longer than the front/back. I think the kit was Roxey, but it is old. Thanks for any info.

Just wanted to draw attention to what I think is a mis-attributed photo by M. H. C. Baker (p.95) in BR diesels and electrics around Britain, A. W. Hobson (ed.), Truro : D. Bradford Barton, 1976. The caption reads, "Class 33 No.6577 (later renumbered 33.058) approaches Clapham Junction with an up ballast-train from Ardingly on 30th June 1971, passing one of the original Bulleid 1941-built 4-SUB e.m.u's, which were withdrawn from service not long afterwards." Showing a good mix of HKVs and (lower) iron-stone hoppers, I think the load is too 'bright' to be ballast, and is in fact Holmethorpe sand. Can anyone with expertise confirm this, please. It is still a lovely photograph though, taken with a zoom lens. Thanks.

Pondering this over after-noon tea, I assume the escort coaches could be made gas-proof in case of attack by terrorists. Which made me wonder why there were still old Mk. I windows used that had not been replaced. Perhaps I have been watching too many episodes of The Professionals.

The 1930's brick-work text-book I have recommends throughout English bond for its strength, so I would suggest that, but I also prefer it æsthetically, so this is biased.

'"Gun ports" he says, only half-jokingly...'

Can not get the first two links to work, but a photo of it being hauled by a 33 makes my week! Many thanks.

I expect everyone here knows about it, but just in case, may I mention the three(?)-part series in B.R.M. by Dr Michael Rhodes, Short & Sweet. Photos from his collection of short goods trains, in June, October, and December 2014. Rather good, I thought.

Could a few sketches from memory be done, to illustrate the general arrangement and procedure, without breaching secrecy of a now extinct wagon?

My money is on a 1st class Mk. I. The smaller lower rack was described as for umbrellas, I believe (and much missed by me on a Voyager!).

There are a lot of them around, once you start looking. So much more romantic a term. "Electronic telegraph message", anyone?

Also, note two vans sandwiched around a VEA, after the first long-wheel-base van (VAA?). Perhaps the VEA was carrying something 'interesting', needing a barrier-wagon either side.

Cor! It is very good, isn't it. Sorry to see it is not time tabled for exhibition this year, but hope to see it one day. I do like the 'open' warehouse. Many thanks.

Has anyone based a layout on the M.o.D. 'Government Stores' network? Although diminished in recent years, I think it would be good for Speedlink-style shunting, short trains, and trip working. Especially if you like the old VGA vans. Just a thought.

Thanks again, Andy for this thread, and providing me with another layout to lust after. Not seen your last video yet, but I hope I am not alone in wondering if the new owner will be showing us what is happening to the layout. I would like to see some Speedlink-style shunting in action...

I have spent some time correcting the colour error - forgetting to photograph the trestle before gluing the loads on, so you will have to take my word for it - and wrestling with strapping (ironed flat embroidery cotton). I think this is as far as I will go with this one, and I am pleased with the overall look. However, I know what to do for a second attempt. The XVA arrives behind 73 005 on 6O73, the 09.00 from Willesden Yard, tucked behind the loco as it is passing through to Tilling Docks. The shunter emerges grudgingly from his new Bachmann hut. He has an hour to get the train ready to depart at 12.00 for the docks. And here is the back/non-public view. Note my indolence in securing the strapping ends just with a large blob of Copydex. Thanks for all your kind words of advice and encouragement, and giving this your attention.

Re Holmethorpe sand trains, please see the green lines on the part of my diagram thus: Hope of use.

Fascinating layout/arrangement. I assume @Wickham Green too 's Grampusmobile gates are where the line went through to the docks?

Thanks. Looks good. Do we get a prize for spotting the typos? 🙂

1st August, 1977.

Were there not 04s allocated to Brighton as well once? Something a little different and equally handsome.