DVLR Dave

That was quick-thank you-does that mean that class 60s are returning to regular use on this working?

Class 60s used to be the regular motive power for the Peak Forest-Selby (Potter Group) trains, but their used ceased some years ago. Last night I was suprised to see one heading south at about 9.30 p.m. from Selby on the Doncaster line. It was running light and was in what appeared to be freshly applied DBS red. The working isn't on Real Time Trains. Does anybody know what it was and why it was there?

There was also Government timber stockpiling in the 1950's-no timber merchants as such- just stacks of timber by the lineside, with new loads arriving as the older wood was sold off in rotation.

Yes, I think that you are right-there is photograph of a model of a D 25 CCT in North Eastern Record Vol 2, and it seems to have the features seen here-which are fairly distinctive.

Here's an older van, and something a bit different-it has end doors, so possibly some sort of CCT/scenery van. Photographed on Walmgate Stray (Low Moor) Allotments in York in 1989-it was burnt out a few years later. Can anybody please tell me what it was?

Apologies of this has appeared before *Marina* van at Skipton 1987:My link

And a Bruff at Holbeck 1986: My link

[/quote

 

]Yes, it looks very much like a Bedford TJ.

Bedford started using the cab in 1939 and stopped using it in 1953. As stated above the Scarab commenced production in 1948 and continued until 1965. Bedford also used the cab on the lighter 'K' and 'M' models, this version of the cab is more likely the one used by Scammel as the front wheel arches did not intrude into the doors

As I stated earlier, the cabs both the Bedfords and the Scarab were built specifically for each chassis manufacturer by Willenhall, and they had spme panels in common. I wasn't , as far as I understand it, a case of Scammell receiving a Bedford cab, then altering it-Scammell designed the body of the Scarab to incorporate some of the pressings Willenhall was already using to make the Bedford cab-Willenhall then made up the cabs, the ones for the Scarab included Scammell designed rear panels and nose.

The cabs for both the Bedord O and the Scarab were made by the Wilenhall Motor Radiator Co. in Wednesfield in the West Midlands. The Scammell cab used some of the same pressings as the cabs for Bedford, though the Bedford cab was produced first.

The horsebox looks like an Albion

As Arthur says The Q plate was introduced in August 1983 but the other change he mentioned took place at the same time i.e. age related registrations for previously unregistered vehicles known to have been built after 1964.

If an ex military vehicle was known to have been bult in 1974, it would have been allocated the apropriate letter for that year. If the vehicle was kit built or of uncertain age it received a Q registration.

Pre 1964 vehicles where the original identity could not be proved, or where the vehicle was imported, received numbers in the *SV*** series (although other combinations of previously unissued numbers have been used since). 1930 and earlier vehicle were issued with a BS**** series numbers.

I seem to remember a lot of recovery vehicle receiving Q plates when they were no longer allowed to operate on trade plates-many could have been accurately dated, but presumably the paperwork wasn't around and a year letter not impotant to the owner.

jcb3cs photograph/still was taken on this street in London:

Artillery Row, Westminster, London, SW1P 1RH,

which is not far from Victoria Station.

This is how it looks today:

My link

Has this appeared on this thread before?

The British Railways era picture seems to show a pre-war vehicle-a forward control Handy?

Heres a modern one, photographed March 2010 in Easingwold, probably awaiting, or having just had, a MOT test.

Yes-the last bit of the Malton-Driffield branch was retained for a few months after the closure of the rest of the line just to serve the Bacon Factory, but I don't think that traffic from this source would have required an artic or be forwarded by rail in 1978. Malton also has Bright Steels, but of course whether they received traffic by rail I don't know.

I have just come across this on Flickr:

1976 Commer Walk-thru

I was wondering if the Atkinson was at Malton to deal with steel traffic to Wards at Sherburn? The sidings at Weaverthorpe Station remained open for this traffic until August 1981.

Next up is a preserved (?) Scammel 34612W seen in the former Uphill & Bleadon Station on 29th December 1985. The site closed down and most of the exhibits did find new homes - would be nice if this also survived:

According to the DVLA website VXD656 does survive and is currently licenced.

As Mickey says. it was probably a wartime measure to increase the visibility of the platform edge during black-out conditions-similar moves included white edging to the mudguards of buses. I have had a quick look at some of the photographs in various books, and its application seems to have been universal, even down to remote halts, but its also apparent that in most cases it was applied in a hurry (and probably by whatever medium was to hand), so that by the early fifties is many cases the white line was almost vestigal-blackout restrictions started to be lifted in 1944, so after that date I suspect maintainance of the white edging would be at the disgression of the station master / local management.