Artless Bodger

Don't some trains carry glow sticks for emergency evacuations? Iirc some in boxes at the end of HST carriages?

Aerial photos on Britain From Above might be useful if you are after the external appearance?

A bit ot but following the mention of the German diesel train, the first part of this film; https://www.youtube.com/watch?v=figiSSgjvk0 covers the construction of the Fliegender Hamburger and similar sets, including assembly of the diesel motors. Of interest to me was the mounting of the diesel motors on the unpowered bogies rather than on the vehicle frames (which appear to be very light weight), electric motors on the articulating bogie. And now back to the topic - sorry!

Would that have been such a loss? However presumably initially pacifics would have been used south of York. Seeing what transpired overseas with mainline electrification, it may have been a very interesting time. One question about the use of the bevel drive loco as a load bank - there would need to be a supply of electricity to the loco to excite the motor for it to act as a generator? I presume it might also be used to investigate rheostatic braking too given the putative resistors behind the grilles?

It's great to see these photos with all the ancilary interest, thank you to the posters. This sort of infrastructure is always of interest - more so than yet another picture of xx class loco. The inclined lift is an interesting variant, compared to many vertical ones, such as those in the GNR and MR goods depots on the widened lines, or GWR at Moor Street. It deals nicely with the lateral displacement to the low level lines parallel to the viaduct.

Quite possibly an enclosed accumulator for the local equipement, fed from a hydraulic mains system, pumped from elsewhere maybe? The capstans etc would likely also be powered off the hydraulic mains - there is a film clip somewhere on the net showing the operation of capstan and wagon turntable, actuated by foot pedals in the ground iirc, the wagon turntable is rotated by using the capstan rope ataced to the end of the wagon frame. Operator cabin, I suspect the diagonally planked panel with the notice is a door as it opens onto the railed walkway. Top buffer stops - normal rail built stops - maybe the buffers to stand off the wagon to ensure it is centrally positioned on the lift deck. The baulks below are closer to the deck end - constrained in part by the angled wall behind, one seems to be just a vertical timber, the other has a raking strutt where the wall is further away. 'Passengers' perhaps also includes the geezer standing beside the wagon on the lift, in a precarious position, a sort of catch all notice in case someone gets injured taking a short cut not officially permitted? Maybe he's there to release the wagon brake when it has reached the lower level?

Considering hydraulic towers / accumulators; some were enclosed, one tower and the pumping station still exists at Wapping, Shadwell Basin, opposite the Sight of a Wholemeal Loaf pub (Prospect of Whitby), it had been converted to an expensive restaurant, is now an arts venue I think - the arts space uses the now empty boiler house, when I visited a few years back the roof water tank was full, quite a few tons of water. http://www.glias.org.uk/glias/lhp.html There is an 'unclothed' accumulator and hydraulic pumping station in the Bristol Docks, phto from wikipedia page By Rodw - Own work, Public Domain, https://commons.wikimedia.org/w/index.php?curid=2709849 The most spectacular accumulator tower I'm aware of is the one in Grimsby docks - modelled on the Torre del Mangia in Siena - though this accumulator relies just on hydraulic head from the tank at the top, rather than a weighted piston.

Isn't there something about speed of a single power car being limited due to brake force, higher speed is possible if a coach is attached to increase the brake force? Applies to light engines as well I think I've seen commented.

That's one way, the Austrian approach was to drive a hollow axle mounted in the frame, the axle carrying the wheels ran inside this, connected by articulated linkages - quite common for frame mounted motors but unusual in using a vertically mounted motor rather than co-axial motor(s). Maybe of interest, the BBO 1670, with SSW vertical drive was said to be susceptible to machinery damage if towed, and the problems with the locos were partly remedied by conversion of the drive (to what not stated), as related in https://austria-forum.org/af/AustriaWiki/BBÖ_1670, both 1570 and 1670 classes needed an extra crew member to monitor the lubrication, so, perhaps it is not surprising the 'bevel drive locomotive' was short lived.

Following up on some of the above - perhaps just a transmission trial vehicle? The BBO 1570 used single axle drives with vertical motors with bevel drive to hollow axles - quote from the below wiki page - Für die Reihe 1570 entwickelten die Österreichischen Siemens-Schuckert-Werke nach französischen Vorbildern einen eigenen Vertikalantrieb, bei dem die stehend angeordneten Motoren über eine Kegelradübersetzung die Achsen antrieben. Das Großrad sitzt dabei auf einer trommelförmigen Hohlwelle, welche über eine gelenkige Kupplung mit vier Kugelköpfen mit der Achse verbunden ist. https://de.wikipedia.org/wiki/BBÖ_1570 So to try out such a transmission only a single axle need be powered. There were other transmission types considered, including gearless (like the Milwaukee Bipolars), No 13 eventually went with the quill drive, but there were also the Buchli and Tschanz drives. One Swiss loco was powered via 2 such different transmission types as a trial, Be2/5.

Hope these work - a few in Maidstone. https://www.google.com/maps/place/Subway/@51.2754591,0.5224858,3a,75y,331.68h,106.43t/data=!3m6!1e1!3m4!1sUq_Ojr8JmN_jjqqzvlC_Vg!2e0!7i13312!8i6656!4m5!3m4!1s0x47df323103c2bb17:0x8681f7f2910751c0!8m2!3d51.2756911!4d0.5225778 https://www.google.com/maps/@51.273372,0.5222973,3a,75y,138.82h,119.13t/data=!3m7!1e1!3m5!1sDq9n0cQ67D12xLKRyiunwg!2e0!6shttps:%2F%2Fstreetviewpixels-pa.googleapis.com%2Fv1%2Fthumbnail%3Fpanoid%3DDq9n0cQ67D12xLKRyiunwg%26cb_client%3Dmaps_sv.tactile.gps%26w%3D203%26h%3D100%26yaw%3D107.461296%26pitch%3D0%26thumbfov%3D100!7i13312!8i6656 https://www.google.com/maps/@51.2735577,0.5227061,3a,75y,146.64h,127.16t/data=!3m6!1e1!3m4!1s1ALgWO1Hbipk_WDhXB_0SA!2e0!7i13312!8i6656

That loco looks a lot like the Fire Queen, built 1848 for the Padarn Railway.

Years ago a senior colleague replaced his estate car with an Isuzu Trooper which fitted his garage, he made sure of the dimensions before buying. On the second or third exit backwards from said garage, the radio aerial hooked in the hand pull down strap on the up and over door and pulled the door down onto the car roof, leaving a nice crease across it. He was somewhat mortified.

Like the Chicago red line on the south side. Putting a high speed line adjacent to the motorway might encourage the competitive spirit in the boy racers though.

Yes that rings a bell, I remember watching this, possibly in the mid '70s waiting for a train to Tonbridge. The staff jammed the neck of the bags into some sort of clip which gripped under tension, the chain carried the bags up, over the mainlines and dropped them on the down platform - or vice versa. Blake's shop in Maidstone had a manually powered type between the sales counters and the cashier, money and orders went in a small brass pot screwed into the carrier, a handle pulled down sharply shot the carrier across to the cashier's enclosure above the heads of the customers. Change and receipt returned in a similar fashion. I believe the shop was also a very early example of an iron framed building. Reed's Empire paper mill also had a telpher monorail to bring pulp bales from the stack yard to the beaterfloor - this had the small cab suspended under the rail and a small hoist in front og the cab - similar to the Manchester Victoria one - the cab was enclosed as the track ran a distance outside the building. My recollection was that there wasn't much clearance under the cab / suspended load as it swung in through the door, enough to clear a bale of pulp deposited on the floor. It looked rather fun.

That's great, just what I was looking for, thank you!

A question - when the LBSCR* sold off terriers, were they sold direct or through a dealer? Were they just shorn of any LBSCR identity, such as number plates etc (presumably not works plates though), or repainted in the buyer's livery (subject to payment)? Just wondering if on a putative independent line (like a Colonel Stephens line) a terrier in substantially LBSCR livery, just renumbered / renamed, would be likely? Thanks in advance. Or any other company / locs for that matter, e.g. the LNWR coal engine on the Shropshite and Montgomeryshire Railway.

Leading to the nickname 'Lollo' - from Gina Lollobrigida I believe.

Rationalisation of the junction June '83, same photos here - https://southpelawjunction.co.uk/wp/?page_id=2235 - found this while looking up the location, not one I knew by name but I thought I recognised the tower in the background which was iirc part of an AEI cable factory. Site now a depot for a digger manufacturer (Komatsu).

TTT two ten two, the UP 4-8-4 preserved is FEF.

The answer to that are blackbirds and magpies. We were quite pleased when some newts (not GC type) took up residence in our small pond - come breeding season the local blackbirds soon polished off most, the magpies quickly caught on and did for the rest. we haven't seen a newt in the pond for 18 months now, despite plenty of pond weed cover.

Interesting use of LMS NPCS noted on the Flickr site, a not so grounded van body. The steam crane looks very like the Smith Rodley crane we had at APM, complete with grab.

The thing in the middle of this view looks like some sort of trebuchet - could be an alternative way to get people across multiple tracks?

The Tadpoles had quite a lot of van space too, in relation to the normally used seating. Only 3 bays in the DMB, perhaps 7 in the trailer if ex 6S, and the few not stripped for mail use in the ex EPB DT were normally locked out of use except iirc at school chuck out times, as they were not accessible by the conductor guard.

Late '60s our family had a week in Westbrook most summers in a small flat, had to take bedding, towels etc with us. Amazes me Dad could carry the big suitcase from home to East station. I used it mid '70s as a trunk to move books etc to uni by parcels train from West station - collecting the other end I had to get a mate to help carry it to a taxi!