SED Freightman

They look to be shunting the stock into the loop siding prior to turning 107 and running round the tank wagon, so I guess everyone has disembarked for photos and refreshments.

Here is the second (and final) batch of index pages for the Wagon Diagram Book of 'C' Vehicles.

You were correct first time - the wagons, conveyors, hoppers and stockpiles are Neasden Coal Concentration Depot, latterly operated by Charringtons, the aggregate terminal on the former coal depot site did not open until April 2000. Incidentally the old coal depot office block, seen to the left of the loco in your second photo, still exists as offices for the aggregate terminal.

Here is the first batch of index pages for Wagon Diagram Book of 'C' Vehicles. Note that some pages are missing, presumably destroyed as the book was updated.

Tony, as requested. Couple of points to note now that I have had a more careful look at the document. Firstly it is an office copy of the official diagram book which had been kept updated until superceeded, therefore some of the pages / diagrams are missing, either due to them being withdrawn or possibly they depicted vehicle types that were of no interest to the books owner. Secondly, I have scanned the handwritten cover for completeness and all the initial pages as they contain operating information that may be of interest, the detailed index pages are to follow.

Here are four diagrams which may be of interest. Unfortunately my scanner is not wide enough to accommodate the whole diagram page so I have missed off the left hand side, the only detail missing is the word 'RESTRICTIONS' in the top left corner.

Tony, Very happy to try copying a few, do you have any particular wagon type in mind ?

Not sure if this is of any interest, I have two books of wagon diagrams that do not seem to appear on the Barrowmoor website, they are marked as 'SFV' & 'C' Vehicles, the latter contains diagram numbers which commence with C (presumably for Continental). The oldest diagrams appear to date from around 1950, going by the diagram revision dates, and so may perhaps just be BR copies of the SR Diagrams although as someone has kindly amended the books over time they also contain later builds prior to the introduction of the UIC 12 digit numbers. Just by way of an example diagram C.5005 shows a Belgian 2-axle van, Nos. 209216, 209219 & 209223.

The Armstrong Lift's replacement in action on 29/05/1993, showing coach 74 being craned out of the W&C depot via the opening adjacent to the Spur Road.

Besides the capstans there is also what looks like the remains of a loading gauge infront of the lift, I suppose this would have been useful in the days when wagons of stores (and P.Way material?) were delivered to the W&C Depot.

The walkway does still cross York Road, but was closed for a long period whilst the Shell Upstream Building (Large L shaped office block in the aerial photo) was demolished. There are some rather unsavoury steps down from the walkway to York Road where it passes beneath Elizabeth House and newer open air stairs on the Waterloo Station side of York Road, the latter may have been provided when the older passageway from the station concourse to York Road was abolished as part of the International Station development.

The concrete structure with corrugated sides is, I think, the enclosed pedestrian bridge leading from the end of the concourse towards the footbridge over York Road, the stepped flat roof appears to cover another walkway but where it went I know not.

This photo of the Armstrong Lift taken on 17/05/1988 might be of interest. As an aside I always knew the adjacent sidings as Waterloo North Sdgs, being the opposite side of the line to the South Sidings, perhaps someone could confirm the correct name.

Having looked through all of this thread over the past week or so it has been very interesting to see the changes that have taken place with rolling stock, stations and even operating companies since I regularly visited the area between 1984 and 1988. Even the smallish family run Hotel Europe close to Interlaken Ost, where I stayed, has been greatly expanded and now forms a part of the much larger Carlton Europe Hotel.

Thanks, if you model the Erewash Valley I guess there would have been a number of interesting loads originating from Butterley Engineering over the years. Another interesting load to pass that way from the South Eastern Division would have been the MoD Flask wagon and escort coaches when en route from Chatham Dockyard to Sellafield or Rosyth.

Apologies in advance for the quality of the photos, but I hope they will be of some interest. Firstly, three views of 6X56 1310 (Mon) Codnor Park Exchange Sdgs to Stewarts Lane taken at Cricklewood Recess Sdgs after its overnight movement by LMR resources. This photo shows the leading end of the movement with the 35.88m long box section girder, weighing 60.5t, resting on two Conger Wagons. Here is the second longer box girder section of 41.161m, weighing 84.5t, supported on Conger wagons and overhanging runner wagons at either end. A closer view of the longer girder resting on Conger Wagon DB998070 showing the securing arrangements, specially fabricated bolster and various temporary securing and lifting brackets. The temporary air brake pipe and supprting arrangements can also be seen attached to the runner wagon and then slung under the end of the load before passing through the girder. Here is 8X56 with 73132 attached ready to depart on the last stage of its journey. Formation : short girder on Conger Wagons + runner + long girder on Conger Wagons + runner + two open wagons for returning the Conger Wagons after use, these also made up the three fitted wagons on the rear. 8X56 propelling north out of Cricklewood Recess Sdgs in order to access the Dudding Hill Branch. The curved nature on the shorter girder, albeit fabricated from straight sections, can be clearly seen in this view, along with the air brake pipe disappearing into the end of the longer girder. Finally nearing journeys end, a view back along 8X56 taken between Ludgate Jn and Culvert Road Jn.

Yes please.

I think the reason for a lack of photos may be that most movements were undertaken at night due to the various speed and operating restrictions applicable to the larger out of gauge movements. Whilst short movements may have occured in daytime between loading points and the nearest main yard or recessing point, any long distance movement would have probably occured outside of the hours when passenger traffic may have been affected. I had some involvement in two movements destined for the South Eastern Division, firstly in 1982 a movement conveying four fabricated steel girders from Fairfield Mabey, Chepstow to Angerstein Wharf for two bridges across the new Bugsby's Way road. From what I recall the initial move was a daytime trip from Chepstow to Gloucester New Yard, thence overnight to Old Oak Common West. I accompanied the SED Loads Inspector (Norman (Ron) Aylen) to check the load securing and measurements during the afternoon of 28/05/1982 at OOC West, prior to a Hither Green loco and crew moving the loads forward the following night. Unfortunately I cannot remember wether the load was carried on Girder Wagons or Conger Wagons. The second movement comprised two prefabricated box girder sections manufactured by Butterley Engeneering for the Atlantic Lines bridge at Brixton conveyed on Conger Wagons. This train was initially tripped to Codnor Park Exchange Sdgs, from where it moved on 16/10/1989 to (presumably) Toton Yard, before moving overnight to Cricklewood Recess Sdgs. Once again I accompanied the SR HQ Loads Inspector (Terry Knight) to Cricklewood for examination of the load prior to movement onwards to Stewarts Lane. Unusually the move took place in daylight as the route only involved a relatively short distance on passenger lines with few restrictions other than speed. On this occasion I was able to travel on the special train and obtain a couple of photos which I will dig out and post if anyone is interested. The train was stabled on the Bridge PAD at Stewarts Lane for several days whilst additional steelwork was added to the box girders, making them further out of gauge in the the process. The movement from Butterley to Stewarts Lane was air braked with temporary air pipes attached along the load, whilst from Stewarts Lane to Brixton the girders were moved separately on two unfitted movements, possibly the last to operate South of the Thames.

Hello Artless, Are you able to confirm the date when Bounty and Hornblower departed as it would be good to correct any discrepancy in the IRS records. 15/03/1985 was a Friday if that helps, possibly the IRS dates are when the locos actually arrived in North Woolwich.

According to Industrial Railway Society records, both locos were transferred to Steel & Alloy Scrap Co Ltd, North Woolwich, Bounty departed on 15/03/1985 and Hornblower on 19/03/1985.

I wonder if a second shunter was needed to deal with the automotive traffic at Queenborough (damage checking) or if the service required two shifts. Names that come to mind were Len Dockrill and Terry Maisey, the latter being based at Chatham Dockyard until its closure, although it's now so long ago I cannot remember if either worked on the Island.

An item in the March 1958 edtion of The Railway Magazine refers to the inaugural run of the "Blue Spot Fish Special", departing Aberdeen for Kings Cross at 1230pm on January 20th 1958, comprising fitted vans with roller bearing axleboxes. Unfortunately there is no accompanying photo to show whether or not a headboard was provided.

That is the photo which appears (uncredited) in The Railway Magazine October 1960 edition so perhaps use of the headboard was a one off publicity shot.

A short item in the October 1960 edition of The Railway Magazine (page 739) states that the southbound service was The King's Cross Freighter whilst The Tees-Tyne Freighter ran northbound, there is also a photo of D283 with headboard on the former.

The photos below show the former goods shed in the period between Balfour Beatty leaving and GBRf commencing use of the building. If you are planning on modelling the depot I do have a few photos giving more detailed views of parts of the building along with the track layout if they would be of any help. South side viewed from within the adjacent Network Rail Maintenance Depot - 18/09/2007. East end showing rail entrance moved to centre of building and fuel storage tank - 18/09/2007. North side of building adjacent to Back Road, looking west towards station - 18/09/2007. West end of building with Network Rail staff undertaking renewals on No.10A Points - 24/10/2007.