4630

 Crash at Dorking in 1973.

A very unfortunate incident but a very helpful photo for anyone needing a good idea about the rough layout and appearance of conduit and ventilators on the roof of a 4Sub.

Indeed - and somewhere there's a press photo of the two DTSOs side-on showing much more damage and showing how high the rear of 4661 had been driven up by the impact. Don't remember about casualties I'm afraid.

7 injured but fortunately no fatalities according to this;

http://www.railwaysarchive.co.uk/eventsummary.php?eventID=8839

As I understand the current position the spoil is still moving, albeit more slowly, and the engineers can't make an assessment or begin to formulate plans to correct the situation until it does.

The longer the spoil tip remains unstable the more likely it becomes that other viable alternatives have to be looked at.

The worse thing that can happen is that the whole issue subsequently becomes bogged down in legal action between Network Rail, the owners of Hatfield colliery, their associated insurers and any other parties affected. 

Which I reckon is an option if (that's a big if) they can't fix the original alignment. It's a bit curvy, but to my eye looks feasible.

Also much less disruptive overall than any ideas of chords at Barnetby.

Just realised my black line obliterates the pumping station at the corner of Hugh Hill Lane, but there's wiggle room.

Do you think the owners of the land over which your realignment passes would be willing to sell?  

Who would pay for the cost of the land acquisition and all the associated legal and planning consent?

Not a quick or inexpensive option methinks.

Out of the gloom.

66525 at Barnetby in the fog, 19th February 2013.

After a little overnight snow, 6E06 Bredbury to Roxby 'binliner' rolls across Crimble Viaduct at Slaithwaite on 11th February 2013.

 

 

I'm not a fan of the term NIMBY as it's paraded around like some sort of medical condition, when in actual fact why should anyone's house, lifestyle or view 'take one for the team'...

I sure as heck am outraged at the destruction of my beloved Chilterns although I don't live there anymore

But isn't that the problem with any infrastructure project ?

Human nature means that there can never be consensus as someones 'perfect little world' gets changed and the debate becomes filled with emotive language.  I'm sure the Chilterns are beautiful, but is 'destruction' really the right description?  And if the Chilterns are 'saved' from 'destruction', should not also those other parts of this 'green and pleasant land' along the proposed route for HS2 be similarly treated?

It's a bit rich for those living in parts of the country with relatively good transport links (and where funds to which we all contribute through national taxes continue to be made available for new projects) to deny or delay those living 'north of Watford' the same opportunity.

My concern with HS2 is not the route but the prolonged timescale for its construction which in a supposedly advanced economy in the 21st century is nothing short of a joke.  

Where was this accident?

 

Looks a bit like the east end of Barnham station.

Yes it's Barnham. The accident was 1st August 1962. Here's the report;

http://www.railwaysarchive.co.uk/documents/MoT_Barnham1962.pdf

I bought my Codar controller and simulator modules from Howell Dimmock. Needed a transformer to power the things - and Dudley Dimmock produced something that he said he'd designed in his Graham Farish days, so I bought that too.

And if I recall correctly, Dudley Dimmock went on to a model shop in Poole working with Geoff Barlow, before then setting up a very small outlet on his own in the Bournemouth suburb of Charminster.

Hi Dave,

Looking pretty good so far. To add to Mike's post, the cables on the bogies are also prominent as shown on Mike's photo. Within the limitations of the moulding process, will you be able to include a representation of the cables on the bogie moulding?

A scene that will pass into history before much longer. The signalman re-opens the gates to road traffic at Hammerton on the Leeds - Harrogate - York Line.

Barrow Hill, 22nd September 2012

A resident of Chester zoo and I don't think I'd like to get any closer to this chap (or chapess) unless there's a very strong pane of glass between us.

And even with the glass between us the hairs were up on the back of my neck!

As built the southern DEMU controls were incompatable with those of contemparary EMUs despite the apperence given by the mu jumpers and buckeye couplers. In the 80s however I believe one DEMU set was modified so it could work with EMUs but the project was not persued.

Was that one modified set 1111, the refurbished 3-H? Rings a vague bell somewhere.

1111 was the prototype refurbished unit. Amongst other changes, the control desks in both cabs were replaced to include a four position master controller similar to those fitted in 4VEPs, as opposed to the usual DEMU seven position type. The unit was capable of easy modification to run in multiple with electric units. Information from Southern DEMUs by Michael Welch published by Capital Transport.

HTH

Sounds like a really interesting project with lots of potential.

Just to add a bit to the 1975 'blue era' - there will have been the inter-regional trains to Liverpool, Manchester and Newcastle Monday to Friday which would be B/G mark 1s at that time. Summer Saturdays would bring workings to/from other northern destinations.

There would also be the Channel Island boat train which would have been booked for a class 74, but frequently produced a class 73.

You didn't mention 4Reps and TCs which would be the usual non-stop EMUs through Redbridge. Ceps weren't unknown along this part of BR(S) at that time, but would have been a rarity.

HTH

Well, the GP started off looking a bit processional, but became increasingly interesting and unpredictable. For a circuit not famous for drama, this had it in bucketloads.

Indeed. Not the order on the podium that I would have predicted from the start.

And they bring back happy memories for me.

The top two are Hinton Admiral - my local station when I was growing up in Highcliffe.

The third is Christchurch and the fourth too (?) if my eyes and age don't deceive me.

Regards

Russell

I recall reading somewhere that S1759 was not fitted with EP brakes.

I believe that was the case. My copy of the BR(SR) Appendix to Carriage Working Notices from May 1974 shows S1759 to be air brake only.

The 1979 timetable had the following basic Mon-Sat arrangements:XX.35 off Waterloo (Summer) 8TC [Weymouth] + 4REP [b'mth] (Winter) 4TC [Weymouth] + 4TC/4REP [b'mth]XX.42 off Waterloo 4VEP [b'mth] + 4VEP [Alton]XX.46 off Waterloo 8TC/4REP [b'mth]

Just to add to your post; after the introduction of the full electric service to Bournemouth on 10th July 1967 the '91' fast service was originally timed to depart London Waterloo at xx:30 and arrive at Bournemouth Central 100 minutes later at xx:10. If I recall correctly the electric service was marketed as '100 miles in 100 minutes'. Marketing people never like to let the facts get in the way of a good campaign message as Bournemouth Central is actually exactly 108 miles from Waterloo. The 108 mile post is mid-way down the long patform 3 - 4. The 100 mile post is adjacent to Walkford T P hut.

Just taken down the England flag for another 2 (or maybe 4)

Me too. What with Vettel winning the European GP in Valencia and the England team losing to Germany - my wife's German boss will be insufferable tomorrow in their regular weekly conference call. I've told her "Don't mention the war".

Don't think anything is scheduled for Plat 1 at B'mth. The last thing I saw in there was occasionally a spare 3-CIG off the Lymington branch. Currently both of the 3-CIGs are still stabled in the carriage cleaning shed at BM Depot along with a Cl.73

Thanks for the information about Platform 1. I hope it gets used regularly again although my preference would be to see a Blue and Grey 4-Vep there waiting to form the next xx:12 '93' stopper.

4-Rep 2002 sits at Bournemouth Central platform 2 awaiting departure time on a fast service to London Waterloo.

Picture taken circa 1986.

Does anyone know if Platform 1 at Bournemouth Central has any booked services arriving or departing in the current timetable? The platform was used for the '93' stopping service after the 1967 electification until electification was extended to Weymouth in 1988. After privatisation Connex operated a service to Bournemouth which used Platform 1 but if I recall correctly that was eventually cut back to Southampton. Apart from seeing the very occasional South West Trains 450 in Platform 1, I don't recall any booked services in recent years.

I *think* a REP could work with a single MLV/2-EPB/2-HAP without tripping the circuit breakers. I doubt if this combination happened very often in service!

That is correct. My copy of the Sectional Appendix to the working Timetable and Books of Ruels and Regulations (from 1976) states that a 4-Rep may only work in multiple with a single 2-EPB, 2-Hap, 2-Sap or a single motor luggage van.

This was to ensure that the Total Conductor Rail Current Index of 16 was not exceeded. 4-Reps had an index no. of 14 (as did class 74. Class 73 had an index of 8), whereas the units mentioned above had an Index No. of 2. So if coupled together the total index would equal the maximum permitted. I agree that the combination wouldn't happen very often in service!

Four car units such as 4-EPB, 4-Bep/Cep, 4-Big/Cig and 4-Vep had an Index No. of 4.