Pyewipe Jct

Couldn't agree more, Keith!

A few years ago a similar thing happened to us, but as the company had ceased trading and everyone concerned had seemingly vanished (and this only about three months after the windows were fitted), there was nothing to be done, apparently...

It's all smoke & mirrors, in my opinion, like insurance schemes often prove to be when you're unfortunate enough to need to use them...

Kevin

It must be like Grand Theft Auto in Woodseaves.

Cheers Andy, for raising a smile & a chuckle on an otherwise dull Friday morning with that one...

Kevin

Nice find bubbles,

one of the 22 seat relaying gang buses, mostly built around 1975 and the last FGs for BR.

Merf.

Is that a Commer van or minibus lurking behind it, too?

Good spot! Yes, the bottom of the cab window is too high up the cab side. Looking at the pic below:

http://www.railpictu...d=278798&nseq=7

 

The cab window should be deeper than the door window, but in the kit they are the same height.

Hi, I think that's the case for the 08s fitted with the wooden cab door as per your linked photo, but for the ones with the later steel doors (as per Brian's kit), the window bottoms seem to be level with each other.

Hope this helps,

Kevin

The Triumph Herald 1200 on the opposite side of the road appears to have a suffix letter registration and it looks to me like an 'F' (1967-68) suffix.

Hi, as Mike says, if you view the photo at its original size, the Herald reg. shows up very clearly to be JWV 255F, so I'd say that the 1968 date is very likely to be correct.

Kevin

My sister, who's a geotechnical engineer, spent quite a few years project-managing 'brownfield' site rehabilitations- former gasworks and tar distillers were the nastiest, due to the various phenols and dioxins, and often the only solution was to put a concrete cap over the most profoundly affected areas. One recent technique, though, is to scrape the topsoil into long, narrow, heaps, seed them with very specific microbes, and then cover them with plastic sheet. After about a year, most of the 'nasties' have gone.

The latter is a technique called 'bio-remediation', I believe, & was used on a reasonably large scale during the construction of the first phase of the University of Lincoln, which occupies much of the site of the former GN engine shed & GN/GC goods yard at East Holmes - large areas were found to be heavily contaminated with oil, presumably spillage from the lubrication of steam locos & later diesel loco fuelling.

Returning to the topic at hand, however, there was also an 'oil stores' siding on Ropewalk to the south of the shed that was in operation by the '20s (I have a photo of two 'motor spirit' tanks there in 1924).

I've also had a rummage through my files & found an agreement document between the LNER & Shell-Mex & BP Ltd. for the provision of 'pipe lines & stand posts' at Catterick Bridge station on the Richmond branch dating from June 1935. The attached plan shows three new stand posts - two for 'spirit & kero' & one for 'spirit (A.M.A)' - adjacent to an existing siding to the north of the running lines, at the eastern end of the station, with pipe lines then running south (presumably under the railway) to a depot to the south-east of the signal box.

Kevin

Very interesting topic!

I'll pitch in with a couple from Lincolnshire:

Firstly, one I know quite well, as my Dad worked there for many years - Torksey terminal, on the former Great Central line from Lincoln to Retford, which was in use from the mid-late '60s (1966, I believe) until sometime in the '80s, & served a Shell distribution depot.

and

Gainsborough Lea Road oil terminal (north-west of the station in the former goods yard), which was actually a loading terminal serving the various oil wells operating around Gainsborough (or Dallas-on-Trent, as we called it at school... ).

Kevin

Good question Kevin ! The picture at Paignton in 1972 seems late in their career.

The early Scammell mechanical horses ceased production about 1948 and seem to have dissapeared from use as internal shunters in the early 60s. The Scarab which replaced them from 1948, were in production until about 1966 although B R didn't buy them after 1964 when the Townsman appeared. Again many Scarabs remained in internal use till the late 60s.

The Townsman, B R bought from 1964 to 1967, but in 1969 the goods work went to National Carriers leaving a few to soldier on with the parcels and sundries work.

I saw some Townsmen transfered to Dublin during the 70s which may well have been the last to work with B R.

Any advance on 1972 ?

Merf.

Cheers Merf.

So for BR 'out & about' work (rather than internal use), then, it would seem to be safe to assume that the mechanical horses might feature until the mid-late 50s; the Scarabs - late 40s to early-mid 60s; & then the Townsman from the mid 60s until around 1972.

All interesting stuff!

Kevin

Scammell Townsman at Paignton http://brdiesels.web...collection1.htm, scroll down to photo 6, some lovely 60s and 70s pics on this site

Some really good photos on there

I notice the date for the Townsman photo is given as 1972, which prompts a question I've been meaning to ask for a while - how long did the various 3-wheelers actually remain in service with BR?

Kevin