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mikemeg last won the day on August 27 2012

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  1. York, The First Away Day - part 4 York Firstly, I must apologise for the delay in completing this account of that first away day; some flu-like 'lurgi' affected me for a day or two before going as quickly as it came! Anyway, we arrived at York station and alighted from one of the bay platforms which are now the short stay car park. Almost immediately the hustle and bustle of this place was apparent with an overriding sense of trains everywhere. Though this station was probably no larger than Hull's Paragon Station the difference in activity was immediately noticeable. Now, even though I still have the notebook with all of the numbers written down, from that day, I don't propose to list them - too many to enumerate! We walked to the centre of the station and then over the footbridge as the first of the many Pacifics which we saw that day, appeared. One of A H Peppercorn's A2's - Hycilla - heading south. We had read the names of these various Pacifics, from the Ian Allan book; the classic horse race winners, the birds, the silver names, the officers of the LNER, the Walter Scott characters, the LNER constituent CME's, etc. but seeing one of these glorious machines proudly displaying its name was something entirely different. After an hour of sitting at the south end of the station and then walking to the other end and seeing the station pilots busying themselves moving coaches, seeing one of the Bristol to Newcastle trains arrive behind a Bristol Jubilee and various other trains, we were about to leave the station to 'attempt' the shed when a distant whistle attracted the attention of many of the spotters on the platform. They knew, from that sound what was approaching and, sure enough, one of the legendary 'streaks' rounded the curve at the north end and drew into the station. Silver King was the locomotive. It passed a southbound freight which had been stopped on one of the centre roads and came to a stop at platform 5. Like many of the Pacifics fitted with double blast pipes and chimneys, this locomotive made a sizzllng sound as it waited at the platform. On setting off, the locomotive slipped noticeably and it was many years before an ex-Gateshead driver told me why they slipped. This was done, deliberately, to encourage the mechanical lubricator to fulfil its lubricating purpose!! We left the station and walked through the road tunnel on Leeman Road, emerging by the workshop at the back of York shed. Looking through the windows of this workshop we could clearly see two Peppercorn A1's, Boswell and Balmoral - 60138 and 60140. We had already seen 60139 Sea Eagle on a northbound train, earlier that day. That day we didn't attempt to enter the roundhouse but we did proceed to the fence, further along Leeman Road, there to find a convenient hole in the fence and gain entry to the locomotive yard. York's locomotive yard, between the roundhouse and the coaling stage, must have been half a mile long and what a variety of locomotives it contained. V2's, B1's, B16's, K1's, K3's, D49's in abundance, along with Black 5's, 8F's, an unrebuilt Patriot, Jubilees and too many more to list. to be continued Mike
  2. York, The First Away Day - part 3 The Line to York I guess the first thing to say, about this line, is that from Beverley to York it no longer exists. Various feasibility studies seem to have been done as to whether and how this line could be reinstated, though how serious any such plans were is open to question. Suffice to say that some stations were closed on 5/1/59 and the whole line closed to passenger traffic on 29/11/65. After leaving Hull the line passed the Ideal Standard works which, at that time, had sidings which were still in use. Onward to Cottingham, which station is still open and thence to Beverley, again which is still open, the line still exuded its NER heritage with some lower quadrant slotted post signals and the all over roof and cast footbridge at Beverley. Cherry Burton, Kiplingcoates were called at before coming into Market Weighton. This station was a junction with the Hull line and Driffield lines meeting at the east end and the York and Selby lines meeting at the west end. Passing through Pocklington, this station also retained its all over roof and cast footbridge and is now part of Pocklington Grammar School. Again, various aspects of their NER heritage were present at Fangfoss, Stamford Bridge, Warthill and Earswick stations before the line joined the Scarborough line before reaching Lendal Bridge. Every station, along the route, then still retained an operational goods yard and shed with a daily pickup goods which would meander along the line picking up and dropping off wagons at the various stations. Of course, none of these observations or reminiscences were made at the time; we merely saw the railway as a means of reaching York. Only in later life and with the benefit of the passing of time, of a host of black and white (and some colour) photographs evoking the memories, could these times and places be revisited from the recesses of the mind. So we arrived at York and what a place it was and still is. Imagine the initial reaction to the plan to build, what would then be one of the largest railway stations in the world, on a curve. As we rolled over Lendal Bridge, we caught sight of the first green engine of the day as it slowly made its way from the shed into the station. This was a named V2 - 60872 'Kings Own Yorkshire Light Infantry' looking every inch the thoroughbred which the V2's were. I'll finish this account of that away day in the next part, so I'll leave this one with a photo of Pocklington station as it looked in the mid 1950's and, apart from the signage, as it had probably looked for the previous half century or more. Cheers Mike
  3. York, The First Away Day - part 2 Leaving Hull Paragon Station I suppose, in trying to tell a story using photographs to support the narrative, at certain points it's worth highlighting some of the aspects of East Yorkshire's railways which distinguished them from other areas. By 1922 almost all of the railways of East Yorkshire were under the auspices of the North Eastern Railway, soon to be absorbed into the London and North Eastern Railway. One distinguishing feature of the NER (among many) was its propensity for signalling every conceivable movement using huge collections of signals mounted on a single structure. Most of these supporting structures were made by McKenzie and Holland of Worcester and in and of themselves, these structures were very impressive and handsome things. One such structure stood at West Parade, Hull, between Park Street and Argyle Street bridges. I'm not exactly sure when this structure was replaced but I believe it lasted into the 1950's. So immediately on leaving the platforms of Hull's Paragon Station or on approaching the station throat, until it was replaced, drivers were 'confronted' with this. Taking the left hand four dolls and from left to right, I believe they represented :- 1) The line to Selby and Doncaster which would cross Anlaby Road and Hessle Road before proceeding westwards, diverging at Staddlethorpe Junction; now Gilberdyke 2) The link to the H&B via the incline after Walton Street which diverged from the line to Beverley and beyond to York or Driffield. 3) The line to Hornsea and Withernsea, which would diverge towards Victoria Dock. 4) The entry to Botanic Gardens shed. This sequence was repeated on dolls seven to ten, again looking from the left. Cheers Mike And if anyone fancies making a model of this fantastic structure, then I have produced a 4mm scale drawing of it.
  4. I've often dipped into this thread and been amazed at the incredibly eclectic nature of the photos and the extraordinary timescale over which they were taken and still they keep coming. Amazing, just amazing! So over 1100 pages, 27,000 + postings and 4.9 million views; easy to see why. Regards and thanks Mike
  5. York, The First Away Day - part 1 Paragon Station One of the disadvantages of this site (and there are very few!) is that anything and everything which is destined for posting to the site is immediate! There is no way of preparing the posting, of iteratively creating and assembling the descriptions and the pictures, prior to finally posting the completed entity. Of course this is also part of the philosophy of immediacy which underpins the social networks, so beloved of current generations. So I must begin the recounting of this 'first away day' in full view of any readers (if any can stay the course of its preparation and evolving?). Anyway, that day in mid October 1958 began, as most rail journeys began for us, from Hull's Paragon Station. This station is still a large and extensive edifice but in 1958 it was enormous - see the photo below - with some fourteen platforms, extensive carriage sidings, coal drops and various locomotives engaged on moving passenger stock around the platforms and up to the carriage sheds towards Walton Street level crossing. All of that with the constant shuttling of locomotives between Botanic Gardens locomotive shed and the station. It was a very busy place! Despite Hull's importance to the railway, especially for the movement of freight, none of the large and prestigious classes of ex LNER locomotives were actually shedded there. We would ultimately learn that the mysterious letters and numbers painted at the very bottom of the loco cab, represented the reason why not; route availability of the line from Staddlethorpe to Doncaster prevented their use. So to see the famous named Pacifics and the equally impressive V2's - all with route availability RA9 - we had to travel to somewhere on the East Coast Main Line; Doncaster, Selby or York were the obvious places! So on that Saturday - actually October 18th - we boarded the 8.25 am train from Platform 8 or 9, which consisted of some of the then recently introduced Cravens diesel multiple units. Our fare was 4 shillings and 3d (pence), being half of the full adult fare of 8s and 6 pence. Seating ourselves in the front carriage, immediately behind the driving cab, we were assured of a "driver's eye view" of the journey to York. To be continued Cheers Mike
  6. York Station late 1950's Quite some time since I posted to this thread but I came across the photos, below, and they revived so many memories. My first spotting trip, beyond Hull, was in October of 1958 when I and some of my youthful colleagues travelled to York, one Saturday. Perhaps, if the author of this thread is agreeable, I'll post some of the reminiscences and memories of that day. In the meantime, on the first photo, just look at the number of spotters, sat on the seats, porters trolley, etc. as Peppercorn A1 60147 'North Eastern' simmers at the platform, awaiting the signal to proceed northwards. Some photos just perfectly encapsulate their era and simply tell a story; a story of a very different time; a very different world. The second photo is obviously the south end of York station with an immaculately turned out Thompson A2/2 60503 'Lord President', one of the rebuilds from Gresley's P2 2-8-2's. Most of us never saw Gresley's P2's as they were all rebuilt during WWII, but very soon we will all have the opportunity of watching (and marvelling at) a completely new member of this long lost class! Cheers Mike
  7. On another thread, in a different topic section, I covered the building of my 'test track' which, eventually, became a model of a real place; the place where I and my youthful colleagues first discovered the magic which was the railway of the late 1950's. The place was Hessle Haven on the main line out of Hull to Selby and Doncaster and thus to points south, west and north of Hull. So this photo, of a J71, an LNER brake van and the shipyard bridge, over the railway, serves as a reminder of those many days spent watching the seemingly never ending procession of trains passing through this place. Cheers Mike
  8. LNER 20T BRAKE VAN 'TOAD D' One of the last jobs, on these brake vans, is the fitting of the handrails. The arrangement of the side handrails was in two parts, translated in 4mm scale to 2.0 mm long and 11.5 mm long. The transverse handrails, either side of the ducket are 3.25 mm long. All of the handrails on these vans are made from 0.3 mm brass wire, bent up against a ruler to achieve the correct length. Each rail stands around 1.0 mm off the van body. The very distinctive lamps, attached to the top of the body, were made by reworking the lamp mouldings in the kit and then fitting a piece of 1.6 mm tubing through the lamp body to represent the lens on both sides of the lamp. As the holes to accept the handrails are only .4 mm diameter, then the handrails must be cut very accurately to fit. This is by far the most fiddly job on the entire model! The handrails are then painted by being masked off from the body by slices of paper slid under the rail and then withdrawn after painting. Of course, when this is weathered, some of the colour definition will be lost as rust, grime and soot take their toll. Though I am sorely tempted to leave this one in near ex-works condition, perhaps with a light coating of soot on the roof. I can't help but think that these wooden brake vans were akin to garden sheds (though very well made garden sheds) mounted on long wheelbase wagon chassis' and capable of travelling up to 70 mph!! Like most things, made for or by the railways during pre and post grouping times, they just looked right!! Cheers Mike
  9. NORTH EASTERN KITS LNER J24 Now set to join the J25 is this one, the LNER J24. This will be the next one to be painted after the J25. This model is not a test build of the North Eastern Kits J24, as this kit was developed and introduced before I began the test builds. So this one was built from a production version of the kit. Cheers Mike
  10. Dave, I was wondering that too. I guess an unfitted freight from Northwich (Cheshire) to Hull New Inward Yard - which would probably have taken the best part of a day to cover the distance and involved one or more loco and guard changes - is a working which didn't nor ever could happen. Perhaps a 'running in' turn from York to Hull after a works visit to Shildon on its way back to the CLC. Cheers Mike
  11. LNER 20T BRAKE VAN 'TOAD D' It's quite a time since I used my sheets of HMRS LNER Freight Markings, so would they still have any glue? These were methfix so, with a 5 : 1 mix of water : methylated spirits, I tried them. Yes indeed, they still had some glue. So, especially for Jonathan, here's the Cheshire Lines Committee brake van marked up on one side with, perhaps, the most famous railway related number that there is. This took around an hour and a quarter to do, as every symbol, even including the decimal point in the tare weight on the solebar, is a separate transfer character. Once I could do this just with my specs on; now I need to use a magnifying glass, especially on the 20 T legend but, hey, I can still do it! Each character of the markings is manoeuvred into place using the sharp end of a cocktail stick. Cheers Mike
  12. LNER 20T BRAKE VAN 'TOAD D' Having now assembled the ends of the cabin and given this van a coat of 'lead grey', time to check the colour against the photo in the Peter Tatlow book - just did a black and white copy of the photo below using the photo editor - to effect this check. This van will be seriously weathered, once the markings have been added so it won't look like this for much longer. The colour used was actually a mix of GWR freight grey and some white, to lighten it by a shade or two. As always, with Railmatch paints, I take off part of the oil as supplied, and substitute some thinners. This gives a much more matt effect and allows them to flow and cover far more easily. The markings will be added, next, so that the handrails and running boards can be added as the final process. Cheers Mike
  13. LNER 20T BRAKE VAN 'TOAD D' Before I move on with the description of these builds, I should, perhaps, clear up why I have some finished and some only part finished. I bought two of the Dapol kits, way back in 2012, which were rebuilt to the LNER 20 ton brake van and were completed. These were numbered from photos in Peter Tatlow's book and were :- 260922 with unglazed end doors and raised end platforms. 178705 with unglazed end doors and flat end platforms. This van was fitted with spoked wheels when photographed in July 1950 The second of these two models did lose its running boards, which now need to be replaced. In 2015 I bought three more of the Dapol kits and commenced to rebuild these three :- 4472 with unglazed end doors and flat end platforms. This van was one of the CLC unfitted batch. 278704 with glazed end doors and raised end platforms. 278710 with glazed end doors and raised end platforms. Half way through the rebuild of these three, I started to test build etched kits and these three were 'temporarily' set aside. And they have remained 'temporarily' set aside since 2015, hidden away but not forgotten. Anyway, it was high time that they were completed so hence this set of entries in the thread. I'm now making twelve more running boards to add to the four which belong to 178705. Note that the lower of the two running boards, on each side of the vehicle, has a gap in the upstand to fit over the axlebox. Each board is made from .015" plasticard (the running board itself) with an upstand of .010" plasticard. Cheers Mike
  14. Many thanks to jwealleans and jon4470 for the information. I'll have to guess the colour - light lead grey - but, like Jonathan, the running number 4472 is hard to resist. Cheers Mike
  15. Jonathan, Thanks for the posting re the CL brake vans. The only photo I've seen, of one of these CL brake vans, is a black and white photo in Peter Tatlow's book on LNER wagons. Would you happen to know what colour and shade these vans were painted in? As the Toad D wasn't introduced until 1929, then that does beg the question as to when the CL unfitted vans were built? So, some time around nationalisation, a relic of the Cheshire Lines Committee was located which had, mysteriously, escaped the repainting and incorporation into LMS/LNER stock and thus retained its livery, though much discoloured and weatherworn!! Regards Mike
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