Mike_Walker

1 minute ago, BMacdermott said:

Hello Mike

 

You can select as many as of the items as you wish plus a 'focused choice'.

 

Could you clarify your post for me please?

 

Note to all:

 

Please send your votes in the following example format (as per the introduction):

My choices are: 2, 3, 4 & 6.

My focused choice is: 3

 

Thanks 

 

Brian

My choices are 3 or 4

My focused choice is 4

3 or 4 (preferably the latter) for me.

Mike

1 hour ago, pH said:

The question, of course, is “Why?”.

Because we can...  

Whilst it would be possible in theory, the service starts and finishes each weekday with a single unit on the branch so therefore the road is left set to the Down platform.  Incidentally, when so set, points 2a/b are in their reversed position.

Timings for any trip booked for 60103 are not made public until the day or late on the preceding day in an attempt to control trespass incidents by the general public.  RTT is the best source plus the railtourinfo site mentioned above.

We’ve now reached the ‘D’s.

D&I Railroad or Dakota & Iowa.  This operates from Dell Rapids, South Dakota to Sioux City, Iowa, 138 miles with connections to BNSF at Sioux Falls, SD and with BNSF, CN and UP at Sioux City.  It is owned by L G Everist Company and hauls sand, gravel, grain, fertiliser and ethanol.

DAIR 5, a GP9, at Dells Rapids SD on 25 September 1997.  It was built in 7/59 (25323 7575-49) as Milwaukee 328 passing to L G Everist still as 328 before becoming DAIR 5.

Dakota Southern.  Runs 190 miles between Kadoka, South Dakota, and Mitchell, South Dakota, as well as the Napa Junction to Platte Line, which is owned by the South Dakota Department of Transportation. It formerly also ran 54.5 milesbetween Napa Junction and Platte, South Dakota.  It connects with the BNSF Railway in Mitchell and Napa Junction.

4427, a former Southern Pacific SD9E, at Chamberlin SD on 6 October 1997. Built in 4/55 as a SD9 (19957 5365-30) as SP 5416, later 3894, and upgraded as SP 4427.  Visible beyond is Union Pacific ‘Centennial’ DDA40X 6925 which was a static display.  Today it looks rather forlorn but a move to the Nebraska RR Museum is said to be on the cards.

213, also at Chamberlin SD on 6 October 1997 was 213, an ALCo C420 new to the Long Island (84784 4/64) which passed through several owners before settling in South Dakota.

Dallas Garfield & Northeastern.  This railroad is headquartered in Richardson, Texas and operates over rail lines totalling approximately 233 miles, including industrial leads.  It was started by RailTex in 1992 on former MKT trackage.  Later becoming part of RailAmerica, is is now a G&W property.

2001, a SD20, exercises the DGNO’s trackage rights on UP as it passes DART 190 at Dallas Union Station on 13 August 2001.  It was built as a cabless SD24B (25397 5602-B10 7/59) for the Union Pacific (409B).  It was sold to the ICG who rebuilt as a ‘SD20’ bestowing the number 2001 which it carried with the Missouri & North Arkansas before moving to Texas.

2022, a former GP7U at Garland TX on  14 August 2001 displays the original livery.  Built as ATSF 2804 (17459 5200-12 10/52) is became ATSF 2022 when rebuilt in 1984.

701, another ex-ATSF GP7U, along with 2022, leaves Garland TX with a westbound freight on 14 August 2001.   701 was built as ATSF 2744, a GP7 (16388 5145-22 8/52) and became 2241 when upgraded in 1981.

Dardanelle & Russellville.  This company, chartered as far back as 1883, operates freight service from a connection with UP at Russellville to North Dardanelle, AR, a distance of 4.8 miles. Traffic includes forest products, plastic, petroleum and drilling commodities.

ALCo S1 18 outside the engine house at North Dardanelle AR on 28 March 2004.  It was built in 11/48 (75901) as East St. Louis Junction 100.  It is still on the property but not currently in use.

Decatur Junction. This  is one of several short-line railroads owned by Pioneer Railcorp. In September 1993, the Decatur Junction Railway Co. signed a lease agreement for the lease rights of two segments of track in east central Illinois from Assumption to Cisco owned by a consortium of grain dealers. The railroad's principal commodities are grain, fertilizer and plastics.

In January 2017, short-line operator OmniTrax, via subsidiary Decatur Central Railroad, took over operations of 16 miles of track north of Decatur to Cisco that had previously been part of the Decatur Junction.  The change in operators left the Decatur Junction with a 21-mile line running from Elwin, near Decatur, south to Assumption.

This was a hard one to find, a general view of Decatur Junction's Assumption IL "engine terminal" on 14 October 1996.  Left to right: 1607, 1608, both ex-CSX GP16s and West Jersey RR RS3 7804.  The GP16s were built as GP9 SAL 1920 (21522 7526-11 11/55) and GP7 ACL 225 (14969 5141-2 11/51) respectively whilst 7804 was an ALCo RS3 built as Delaware & Hudson 4094 (80184) in 9/52.

Delta Southern.  Formed in 1991 and headquartered in Tallulah, Louisiana, the DSRR operates two disconnected lines, both of which interchange with Union Pacific: a 14-mile line from Monroe, Louisiana, to Sterlington, Louisiana and a 37-mile line from Tallulah, Louisiana to Talla Bena, Louisiana. Service being restored to Lake Providence, Louisiana and the port of Lake Providence.

The unmistakeable outline of a CF7, 105, stands in front of the Koch Nitrogen plant at Sterlington LA on 5 October 2000.  Built as Santa Fe 20L, as a F3A (2737 E630-A9 11/46), it was rebuilt in 2/72 becoming ATSF 2629.

Detroit & Mackinac.  Founded in 1894, the D&M operated a maximum of 375 miles in north eastern part of Lower Michigan.  It was sold to the Lake States Railway in 1992.

381 at Gaylord MI on 12 September 1990 is an ALCo C425 (3433-08 12/65) built new as Pennsylvania 2444. It later became Conrail 5078.

Dodge City Ford & Bucklin.  This somewhat obscure railroad operated 26½  miles of former Rock Island trackage between Bucklin and Dodge City, Kansas.  It operated freight and excursion passenger service but part if not all of the route has been abandoned and torn up.

6601, an ALCo S1 in Mopac-inspired livery, at Dodge City KS on 18 April 2002.  It was built in 1/41 (69407) as US Army 5497.

The situation at Bourne End (my local station) is that the two sets of points are connected so that if the route is set to Marlow then any train arriving from Maidenhead will be routed into the Up platform.  Maidenhead to Bourne End is under No Signaller Token working with the train crew obtaining the token at either end under the supervision of the TVSC Slough signaller.  Bourne End to Marlow is protected by a train staff.  Both token and train staff have to be inserted into their appropriate instruments at Bourne End before the Ground Switch Panel (GSP) can be operated. 

After the closure of the Bourne End to High Wycombe section and Bourne End SB in 1970 and 1971 respectively, the points at Bourne End were operated by a ground frame with no signals.  Early in 2008, the points were motorised and the GSP replaced the GF.  "Signals" were provided from that time on the approach from Maidenhead and for departure from the Down platform but these are both officially Points Indicators showing the driver which route is set and that he may proceed.  Passing them on red is still a SPAD though!

Here are some pictures which might be of use/interest.

The old ground frame just before replacement.  The single black lever worked the points and the two blue ones the FPLs on each.

The hut housed the token instrument.   The Marlow train staff was inserted into the GF.

The Bourne End to Marlow train staff.  It's seen many years of hard service and wear having been in use since Marlow SB closed in 1953.

The current GSP at Bourne End plus the instrument into which the token must be inserted before the panel can be operated.

Likewise, the Marlow train staff has to be in this Annetts Key Release to operate the GSP.

In addition to the instrument unlocking the panel, there is a token instrument in the Bourne End GSP hut into which the token has to be inserted and then released with the cooperation of the TVSC Slough signaller on every trip.  There are three such machines, this one plus a second at Bourne End near the buffer stops on the Up platform and one on the country end of platforms 4/5 at Maidenhead.  Since this photo was taken all three have been replaced with brand-new specially made instruments (including two spares) to overcome reliability problems - the first token instruments made for many years!

The Points Indicator on the Down Platform.  When the road is set towards Maidenhead it shows M (Main) or B (Branch) when set towards Marlow.  In both cases only a Yellow can be displayed as a proceed aspect.  Note also the Stop board.  There is another Stop board on the Up platform that reads: "Obtain token before proceeding".  No mention of the staff is required as obviously trains cannot access the Marlow branch from the Up platform - at least, not at present!

The other "Points Indicator" greets trains arriving from Maidenhead.  This shows either D or U depending on which platform, Down or Up the train is routed into.  Most of the day when there is just the Maidenhead-Marlow train in operation, they run into the Down platform but in the morning and evening weekday peaks, two trains operate, one between Maidenhead and Bourne End using the Up platform and the other shuttling to and from Marlow from the Down platform.  Again this displays only a red or yellow aspect.

There is no Points Indicator on the approach from Marlow but on both lines fixed distants are provided.

Also provided on the Down platform is a Train Ready To Start button.  Pressing this causes the BE1 indicator to change from red to the appropriate proceed indication -  assuming everything has worked as it should.

Further details of the operation  can be found on page 905 of the Western Sectional Appendix which you can download through the Network Rail website at:

https://sacuksprodnrdigital0001.blob.core.windows.net/sectional-appendix/Sectional Appendix full PDFs/Western Sectional Appendix June 2021.pdf

Now, can anyone explain the arrangements at Whitby in similar detail?

1 hour ago, jamie92208 said:

And even a BCR loco.  I think an Alco of some description as we passed under the Lions gate bridge.

 

A Montreal-built RS10.

1 hour ago, jamie92208 said:

Is that heading south out of Union Station.

 

Jamie

Actually, the train is crossing the Kennedy Expressway and is on its way into the North Western station judging by the exhaust trail.  Photo appear to be taken from the W. Grand Avenue bridge.

5 minutes ago, phil_sutters said:

My 12 year-old  grand-daughter's comment on this Tate Modern exhibit was 'They nicked those from the gents' toilet'. Although what a nice young lady like her is doing with knowledge of gents' toilets could be a matter of concern.

Exactly what I was thinking as I read it!  

Apologies for the extended interval in postings, I’ve been very busy with other projects over the last week.  Here’s the final block of ‘C’s in my collection although others are available!

Conemaugh & Black Lick.  Owned by Bethlehem Steel, this company provided switching service supporting the steel works in Johnstown, Pennsylvania.  It commenced operations in 1907 and had around 33 miles of track.

Welcome to “scenic” Pennsylvania!  104 and 125 run light to the scrap area east of Johnstown on 16 October 1997.  104 was a SW7 (10304 6040-2 7/49) bought new and 125 a NW2 (2066 E547-4 7/45) which was originally Illinois Central 1066.

Copper Basin Railway.  Founded in 1986 to acquire a former private line owned by Kennecott Copper, the Copper Basin operates 54 miles from a UP (SP) connection at Magma, Arizona to Winkleman with a 7 mile branch from Ray Junction to Ray where there is a large copper mine that provides the bulk of its business.  The line was built in 1910 as the Ray & Gila Bend Railroad.

The organ pipe cactus tells us we are Arizona as 401, 304, 302, head the Mine Job climbing from Kearney to Hayden on 11 May 1991.

The same trio draw slowly through the Hayden dumper on 11 May 1991.  From here the copper ore is transported by conveyor up to the smelter.

304 is an EMD SD39 new as SP 5324 (35821 7219-7 4/70) at Hayden on 11 May 1991.  It later moved to the Indiana Harbor Belt.

Last time I described the Chicago & Illinois Midland’s pair of RS1325s as the rarest of EMD models.  Well, 401 comes as equally rare being one of only two GP39DCs built.  It was originally Kennecott Copper 1 (36792 5764-1 6/70) and still serves the Copper Basin.  

In its “1966” line, EMD offered the 2000hp non-turbo 16-cylinder GP38 with a generator as standard but with the option of an alternator (GP38AC).  But with the 2300hp turbocharged 12-cylinder GP39 the offer  was reversed, the alternator being the standard with the generator as an option hence the GP39DC although to be fair the GP39 wasn’t a big seller either with only 21 built – the model didn’t really take off until the -2 versions became available.

Corpus Christie Terminal.  Provides switching service within the port at Corpus Christie, Texas.  It connects with the three Class 1 railroads serving the city, BNSF, KCS and UP.  Genesee & Wyoming took over the operation in 1997.

Wearing G&W livery, 9576, a SW1500 new to Penn Central (736221-17 10/73) switching at CCTA Crossing in Corpus Christie on 10 August 2001.

Wearing a striking “home” livery, 475 is former Santa Fe CF7 2475 which started life as F7A 263L (13735 3095-A5 8/51) and was rebuilt at Clerburne in 10/76.  It served a couple of other shortlines before coming to Corpus Christie from the Nashville & Eastern.

Conway Scenic Railroad.  Not a conventional shortline but more of a heritage line, I thought I’d share a few views.  It operates out of Conway, New Hampshire, and includes the former Boston & Main Conway branch and part of the old Maine Central Mountain Division up to Crawford Notch, a total of 51 miles.  It started operations in 1974.  Today a mixture of steam and diesel powered trains are operated.

FP9A 6516, new to CN (C217-A3 1957), alongside the ball signal at North Conway on 23 September 2001.  When the ball on such signals was hauled to the top it indicated “proceed” hence the term “highball”.  Incidentally, back in the 1840s the GWR had a similar signal at Reading and the rule book of the day instructed drivers that: “if the ball is not visible, drivers must not pass it”.  Almost as good for ambiguity as my personal favourite from the Santa Fe which issued the instruction that: “On arrival, trains will turn on the wye and reverse into Grand Canyon”!

Former CN 0-6-0 7470 waits to depart from North Conway on 23 September 2001.  It was built in the Grand Trunk’s shops at Point Ste. Charles, Montreal (1500/12) in April 1921 as a class F9 switcher numbered 1795 becoming 7470 when the GTR was merged into the CN in 1923.

7470 attracts the attention of my good friend Brian Daniels, the well-known 0 gauge diesel modeller of this parish, proving that he does occasionally show an interest in steam power despite his protestations to the contrary!

Superbly restored to as built condition, Maine Central GP7 573 (12369 6152-3 9/50) passes the old station at Glen NH with the Mountain Division train on 23 September 2001.

Next time we move onto the 'D's.

32 minutes ago, caradoc said:

 

Interesting but are you sure that is still the case ? OBC's nos 901-3 are brand new Wrightbus Streetdecks, are these different from earlier Streetdecks in the 37x and 651 etc series ? And OBC 971-8 are Mercedes Sprinters ! 

 

The Streetdecks are definitely too high for Botley Road and there are other D/Ds in the combined OBC/Thames Travel/ Carousel fleet that are in the 9xx series for the same reason.  I'm having lunch tomorrow with someone who will know exactly how high each type is so I'll ask.

44 minutes ago, caradoc said:

It's a step forward (although the Youth Hostels Association whose relatively new establishment will presumably have to be demolished may not think so), but I won't hold my breath.....

 

I'm intrigued by the reference to the Botley Road bridge, which 'will be replaced and the road lowered to enable standard double-decker buses to pass underneath for the first time'. At one time Oxford had fleets of highbridge and lowbridge buses, and every now and again a highbridge vehicle would attempt to pass under the bridge, with the inevitable result. However, IIRC, the bridge was rebuilt in the early 1980s, and from personal observation there is now no restriction on what buses run along Botley Road, and these vehicles are identical to those used elsewhere. 

 

Personally I still believe a much easier and cheaper solution would have been Up side bay platforms, say three, on the Beckett St car park site immediately south of the Botley Road; I believe there were objections to this by local residents, but given that once electrified, most if not all trains using these platforms would have been electric (Classes 387 and 80x), and in any case a row of buildings could have shielded the platforms from the homes, this could have been overcome, and would have provided the additional capacity needed on the through lines. 

 

There most certainly is still a restriction under the Botley Road bridge.  Oxford Bus Co (successor to City of Oxford) still have high and lowbridge double decks.  The former are all in the 9xx series to identify them.  If it's and Oxford D/D with any other number they can pass that way.  I don't think Stagecoach use double decks that way.

According to Streetview the signs show 4.0m / 13' 0" although that appears a little conservative.  I think the lowbridge Oxford double decks are around 13' 5".

My thought is how they will arrange drainage under the bridge given how near to river level it is already.  It will be recalled that the lines past Hinksey Yard just to the south were raised substantially only a couple of years ago to overcome the regular flooding of the line there when the Thames breaks its banks.  Perhaps they plan to raise the whole station area as part of the project but that would be a huge undertaking.

5 minutes ago, Tim V said:

What happened to the frame!

It was resignalled in Oct 2006 to control the whole line between Oxley and Abbey Foregate.  Don't know what happened to the original frame.  It was a LMR Type 15 'box built in 1969.

And here's the interior - very hi-tech!

On 05/06/2021 at 00:47, Michael Hodgson said:

 

I don't think they saved a lot of time by slipping at Speen!  

 

I used to have signalling diagrams for the Newbury boxes, but sold them on Ebay a few months ago.  I was on a railtour in the early 1970s not long before the branch was closed completely, I seem to recall the the DMU couldn't go all the way because the track wasn't considered good enough, if indeed it was still there - I think Welford Park was the limit.

That would be the "last train" spe4cials run by the WR on 3 November 1973.  It did indeed only go as far as Welford Park.

7 minutes ago, Chris Chewter said:

Back from a break and family visits. I thought the rear of the car park would look better with a fence line. Fed up with the kids hogging the telly, I set about gluing them in overnight. Now to thread it together.

I initially read that as you gluing the kids in overnight !  

43 minutes ago, Johann Marsbar said:

I went on a Travel Bureau trip back in September 1999 which attempted to reach the area of Sherman Summit, mainly because one of the participants claimed he "knew the way".  The tour vans (hardly off-road compatible) duly headed down various dirt tracks, with selected obstacles (mainly wire fencing draped across said dirt tracks) but I seem to recall we were defeated by a proper, locked, gate eventually. Somehow we did actually reach the lines via another dirt track and were able to see one train pass....

 

 

The text on the sign on the signalling bungallow appears to read CP - W543, so where exactly that put us in relation to the summit I don't know. Think I've only got one UP Employee timetable, and that doesn't cover anywhere around there. I seem to recall that rail traffic was rather slack as well that afternoon, so much so we all ended up in a shopping mall in Laramie instead!

 

 

Control Point W543 is the crossovers at Dale about a mile east of "Dale Junction" or around 3 miles west of Sherman.   TB tours, ha, that brings memories!  Never did their homework. When we did some SPV tours to events they were attending too, i.e. the Sacramento Railfairs, we had some fun as they tried to follow us to the more obscure locations and we tried to give them the slip...

2 hours ago, Poor Old Bruce said:

 

Update/backdate from an earlier post.

 

Ty Croes, seen on 10 Sept 1991 with wooden gates and better lighting. Chester and Holyhead Railway, 1872.

 

 

 

and one of Gaerwen which got missed somehow, showing the steps at the rear of the box.

What was the original purpose of the single-storey extension at Ty Croes?

2 minutes ago, 62613 said:

I suppose that once there is some idea of how the cracks develop over time, the repair could be factored into the normal maintenance cycle, though.

Possibly, but the problem is such that the repair required is so invasive it will need to be carried out at a specialist facility.

Dale Junction from (above) the lineside in 1984 when you could still drive along the lineside - it's all gated and locked these days!

2941, U30C; 2429, C30-7; 3373 and 3341, SD40-2's, on a 105 car eastbound coal train on track 3 at Dale Junction WY. 3 August 1984.

Hermosa Tunnels are through the ridge in the background.

2823, U30C; 3329, SD40-2; 6924, DDA40X; and a SD40-2, westbound on track 2 at Dale Junction WY at 15:57. 3 August 1984.  Track 3 can be seen at the lower level on the right.  The first shot was taken from high up on that mound.  I was younger then - I don't think I could scale it now even if it were accessible!

1 hour ago, ess1uk said:

Are all sets back in traffic now?

Far from it!  As far as GWR are concerned only just over 2/3 of the fleet are available - don't know about LNER but it's probably not dissimilar.  Two additional GWR sets were stopped last week after the cracks were found to have grown. 

We are talking months, possibly years, before this is resolved as it is now thought that due to the nature of the problem all will eventually develop cracks and require repair.  

20 minutes ago, jamie92208 said:

You are correct. There was an article in Trains about them a couple of years ago that gave their history.

 

Jamie

I think they were targeted when conveying Japanese imports when passing through certain parts of the mid-west.