NorthEndCab

Some of the the old hands at work were involved with the testing of the 60’s when they were being developed. 
 

One (possibly apocryphal) story they like to tell (over and over) is during the testing to see what the maximum load a 60 could start on the level they kept hooking wagons on until it wouldn’t move, eventually with only a couple of wagons left in the yard the train stopped inching forward, but then they noticed that it was instead moving the rails themselves in the chairs towards the stop blocks. 

Managed to clean the image up slightly, unfortunately the colliery name seems more out of focus on the original than any other part! So not that helpful sadly.

i do think your first letter is “B,” though. 

6 hours ago, melmerby said:

Looking from the opposite direction? There is a breeze block construction nearer the road.

https://goo.gl/maps/pddVFHTx4ViS6gnd6

That’s gone now, it’s open to the lane. 

19 minutes ago, Wickham Green too said:

I don't think so http://www.cs.rhrp.org.uk/se/CarriageInfo.asp?Ref=14921 !

I see. The wall must have been demolished then. It doesn’t look like it would cope with being moved. 
 

Although it could be sturdier than it looks. 

12 minutes ago, Wickham Green too said:

Might well be this one  http://www.cs.rhrp.org.uk/se/CarriageInfo.asp?Ref=15997 !

That’s the exact location. It mentions there being two, so i think it may be the other 

Thank you for the prompt responses!

It’s very near the old LNWR Buxton - Ashbourne line, but I’m still in awe of how they got it up there given the width of the sunken lane leading up to it. 

Whilst out and about in the Peak District I came across this somewhat dilapidated goose house in a field at the top of a hill. 
 

It looks familiar but also not, and I was wondering if anyone with more skill in recognising old rolling stock would know if it is indeed a wagon or just a wagon-like structure?

Unfortunately I was unable to get a clear picture of the ends due to a rather territorial goat. 

Many thanks

On 13/09/2022 at 10:01, RANGERS said:

All trains were diverted via Manton over the weekend for this, played hell with the Connect services to Corby and Kettering, all of which terminated at Wellingborough and led to some crowding on the Inter-City services that were the only ones serving Kettering and Corby.

 

I'm not sure which of the two Pipewell Rd bridges the work at the weekend replaced, there's one in Rushton and one in Desborough. Both have planning permission to be raised along with the Harborough Rd bridge in Desborough. From memory there's also a couple of farm track overbridges to the North.

 

 

The bridge replaced at the weekend was the one nearest to Glendon. Near where the contractors compound is. Just up the road from the triangular tower, for those that know the area. 
 

And I must admit at being sad to see the old arched bridges going.

On 25/08/2022 at 14:23, Mark Saunders said:

It is a disciplinary form and procedure to which you could reply on the form or request a hearing with or without representation union or otherwise. The decision was the form two!

 

The real one to be be feared was a clause nine dismissal as that was on the spot and your appeal was off the street

The messroom lawyers are usually of the opinion that a “Clause 9,” involves them, “taking your pension.” 
 

Although the only (very few) people I’ve seen get the modern equivalent have usually resigned or had some sudden ill health shortly before, so I’ve never seen that theory tested. 

£350m a year?

I’ll get you 250 guys with chainsaws for a bargain £349m a year and solve your problem. 

On 01/02/2022 at 09:51, Compound2632 said:

 

I like your reasoning.

 

However, I think one should take into account that the majority of trains would not be stopping here. (Latterly one a day, as you've probably already read on the Disused Stations website.) I note the very similar pattern on the bridge in the distance, which to my mind confirms that stopping trains have little to do with it.

Yes, this would make sense, also see the post below about not stopping with the chimney under the bridge, which was something I was unaware of. 

On 01/02/2022 at 11:33, Aire Head said:

It could also be as simple as that the weather has a greater effect on one side of the bridge and therefore that side is eroded faster thereby removing the soot faster.

Possible I guess. But the area is fairly sheltered for the Peak District, and it would be odd for it to just be one half of the bridge?

14 hours ago, Wickham Green too said:

No driver would EVER deliberately stop with his chimney directly under a bridge* as the first 'chuff' on restarting could cause a blowback.

* unless an abnormally tall one 

I had an inkling about something like that but not sure; so thankyou for your confirmation. 

11 hours ago, Trog said:

Could it be something to do with the direction of travel with the draft set up by the passage of the train through the bridge opening, causing more smoke to flow up the side of the bridge in the direction of travel?

That’s a good one. Could certainly be an influencing factor. I’ve noticed it on the unrebuilt bridges on the MML too, so that’s a really good suggestion. 

3 hours ago, eastglosmog said:

I would suspect that the type of train would have an influence small wheeled goods engines giving more puffs per yard (and soot) than large wheeled passenger types.

From what I gather the majority of traffic was heavy (banked) coal trains. So that would make sense.

Apologies in advance if this is just blindingly obvious, but I would appreciate clarification from the forums collective wisdom if possible…

I’ve been paying attention to the pattern of bridge soot on my travels recently, and I’ve noticed a difference in size / pattern. 
 

For example, the picture of Gt. Longstone station below shows the type of pattern I mean, and is also still visible today. 
 

The left hand / up direction has a much smaller pattern on this side of the bridge. I’m aware the gradient is dropping in this direction and therefore presumably steam locos would be working less hard. I’m also assuming that as this is a typical Midland style, relatively short platform that the loco would be “off the ramp,” when stopping a train at the station so the chimney is unlikely to be directly under the bridge. 
 

However the right hand side / down direction is a climbing gradient and therefore I’d expect the locos to working harder and therefore producing more soot etc to leave a mark on the brickwork. Although I’d assume a stopping train would be shut off and coasting by this point. 
 

Is this the correct reasoning for the differing patterns or is it something else entirely?
 

 Curiously this effect seems less pronounced on tunnel mouths than it does on bridges. 

Many thanks 

On 13/12/2021 at 09:48, bécasse said:

A set of points.

In any of the yards I’ve signed they’re usually just referred to as a “set.” Eg; “Change ends in the neck, get the top set yourself and drop down.”

I’ve never heard a signaller refer to them as anything other than “points.” Eg; “The points are set and locked for your move, so you have my permission to….” 
 

But I don’t have anything to do with Pway apart from waving at them, and I imagine they’re more precise.

13 minutes ago, TheQ said:

Because the station staff no longer have any authority, they have no power to stop you doing anything, all  they can do is call the police..

I’m curious to know if there was ever a time when they had the authority to do much more than ask you to stop? 

On 09/12/2021 at 14:23, Jim Martin said:

I'm wondering because I took the Divine Mrs M to Wigan this morning, to put her on the 08:00 to Glasgow; and the preceding train (the 06:15 Birmingham-Edinburgh, due out of Wigan at 07:38) was held in the station until 07:54,  apparently while the police were summoned to remove someone who insisted on smoking their e-cigarette.

 

I can recall there being smoking compartments - maybe even whole carriages - on trains in my youth; and obviously there aren't any now; but I have no idea when the changeover occurred. Does anyone know?

 

Jim

At the risk of going slightly off-topic, this is something that has got much more prevalent over the last year or so on the railway I’ve noticed.
 

 People blatantly smoking on platforms and becoming aggressive when challenged (by staff) and simply carrying on rather than just stubbing it out sulkily like they used to. I’m not entirely sure why. 
 

I’m surprised they went to the bother of summoning BTP, they’re always two hours away…. ;-)

For what it’s worth, I believe the longest diagram for a unit in the UK is currently 1300+ miles daily for one one of the Pendolinos. 
 

What was the longest steam loco diagram? I’d guess the A4’s etc up to Scotland?

If you take a walk along the Monsal Trail between Bakewell and Millers Dale there’s still lumps of coal to be found in what would have been the cess. Seems to be much more in what would have been the down line. 

When did the requirement to mimic whatever light is on the bufferstop come into the rule book?

eg: if the loco is up against some stops with a red light then it must display a red light on the other end or markers if the stops have a white lights

On 10/09/2021 at 13:45, The Johnster said:

With very good reason IMHO. 
 

Speed merchants of that sort are bad drivers, simple as.  Any idiot can open the regulator, put her in full gear, and blaze away, then curse anything that slows him down.  The speed limits, whether on track or the stock, are there for good reasons, and consistently ignoring them suggests an arrogance and contempt for your mates that is never going to make you popular, and a lack of pride and competence in the job.  A skilled driver prides himself on keeping time and making it up within the limits while using the minimum possible amount of coal and water, and not attempting to break the fireman or wrap the guard around the stove pipe. Not to mention that you are courting disaster because there may well come a day when you can’t stop in time…

Well said. Absolutely this. Always better to be running up to a red thinking “I could be going a bit faster,” than running up to a red and thinking “I wish I was going slower.”

Spoiled for choice on an HST.

Guards compartment at the back of standard (flags, clips and dets can be found here)

The “luggage van,” section of the power cars complete with brake gauges and handle, crowbar, rope, axe, saw, hammer, ladder and emergency coupler or the “bunk” in the buffet and who knows what nefarious deeds occurred in there…
 

And after all that they still just used to take up a table in 1st Class to the chagrin of the more “customer service,” facing managers…

It always amuses me that the same people who cry the loudest for nationalisation are the same people who cry the loudest about the mess the government seems to make of everything else it does.

And I include ASLEF in that. 

Stuff just doesn’t detail and crash like it used to, and when it does it’s such an extraordinary event it requires investigation to modern standards.

Having said that I do think the modern railway tends to suffer from a lot of unnecessary dither when anything goes wrong. 

Bearing in mind it’s a training film, anyone who’s worked on the railway knows the difference between how things should and do work…..

Also nowadays they’ll try to extricate you from the wreckage without leaving you unduly paralysed or worse, rather than just hoik you out and give you a brandy before sending you on your way to die of internal bleeding in a few hours. 

Assuming you don’t do something serious damage, I found the smell worse than anything else. 

On 11/07/2015 at 22:18, Reorte said:

Right, I'm dragging this back up because I've finally got around to getting a photo of the sign in question (this late is very fast by my standards!):

Its a marker board for P-way, it means there’s less than 8 seconds visibility at linespeed.

1 hour ago, Edwin_m said:

It's a bit lost in the mists of time, but as I understand it SP was related specifically to low track forces, and those for Sprinters would be much lower than for HSTs.  It allowed speeds to be increased for 158s in particular without doing much work to the track, and I believe SP speeds above 75mph were also based on braking distances with disc brakes, since the tread-braked Sprinters are limited to that speed.  I believe the policy is to replace SP by MU differentials where possible.  

I know between Manton and Syston Jn the differential is higher for sprinters.