Grasscroft Halt

I've just come across this thread looking for something slightly different, but enjoyed it as I have some memories of Talywain in the early 1970s.  Unfortunately I missed the Blaenserchan line but have one or two images that I thought you might find helpful.

The first (5410) is a (slightly shaky) view inside the workshop at the rear of the shed.  It was unusual even then to find so much dereliction yet with tools and equipment lying around.

The second (5412) shows derelict wagons at the rear of the wagon repair shop with evidence of kilns from the long-closed British Iron Works behind.

The third (7524) shows the engine shed with ISLWYN visible and the terraced housing of British behind.  Only the row just visible on the extreme left is still standing today.  As I recall, by the time of these photos, ISLWYN was the only working engine (just) and the only work was shunting the landsale yard.

The final one (7520) shows ILLTYD in the shed showing one reason why there are few photos inside the shed - it was rather dark and what light there was came in the wrong direction.

All the photos date from 9th July 1974.

Hope you enjoy these!

Regards,

David Beilby

I've got a copy of the 1980 sectional appendix.

 

Working of trains without a brake van in the rear:

 

From Stafford No.4 to Stafford No5 signal boxes.  on Down slow, No3 and 6 platforms and down goods.  

Trains may also be propelled on these lines and on the down fast without a brake van

 

From Stafford No5 to No4 up slow, platforms 1 and 6.

Trains may also be propelled o these lines without a brake van.

 

I don't know what it said in the sectional appendix current at the time the photos were taken.

 

David

The 1960 Sectional Appendix shows:

Stafford No. 1 to Stafford No. 4 on the down fast and slow

Stafford No. 1 to "Stop and Await Instructions Board", down Salop sidings on Nos. 1 and 2 down through sidings

Stafford No. 4 to Stafford No. 1 on up fast, slow and goods loop

Stafford No. 4 to Stafford No. 5 on down fast and slow and Nos. 4 and 6 platforms

Stafford No. 5 to Stafford No. 4 on up fast and slow and Nos. 1 and 6 platforms

There is also a local instruction permitting trains of up to 12 wagons, in clear weather only, to be propelled between Stafford No. 1 and Cox, Long importers siding at Bickerscote.

All these is Greek to me as I'm not at all familiar with Stafford, but hopefully it means something to someone!

Regards,

David B

Regarding the splendid mixed DMU formation, I've never seen any explanation of the different lining styles on the Metro-Cammell units.  Was it one particular workshop or was it adopted for a period before the change to blue.  Does anyone know?  The style seems to have been more prevalent on the North Eastern region, but maybe that's because MC units were.

I aways thought it made a big difference to their appearance.

Regards,

David

A Happy New Year to everyone.

 

A visit to Pilmoor this evening with four photos of trains taken during 1967.

 

The fifth image is a set of signals without any track near them.

 

 

Pilmoor Class 111 (centre car unidentified type) York to Newcastle March 67 J789.jpg

Pilmoor Class 111 (centre car unidentified type) York to Newcastle March 67 J789

Note that each coach carries a different style of lining

 

 

 

David

About time now for a Christmas card, and to say thanks to everyone who has looked at the photos so far.

 

025xmas.jpg

 

David

Thanks for this nostalgic reminder of a harsh winter, which I'm sure I associate with getting my new yellow Combined Volume and transferring my meagre collection of numbers with a red fountain pen (funny what you remember).  Plenty of Trans-Pennine steam that winter with my primary school in pole position right by the line to keep an eye on things!

Best Wishes for Christmas to all,

David (B!)

I've been a regular and satisfied viewer but this is the first time I've commented on this thread.

Seeing this shot reminds me of the time we were testing the Class 91 locos and in particular the TDM equipment used for push-pull operation (although I was there for the brakes).  In the earlier days the TDM connection would regularly drop out and the train would come to a standstill.  On one such occasion this happened near one of the level crossings north of Peterborough - either the one you've shown or the one just south, I can't remember now.  The train came to a halt straddling the level crossing - the motorists were not amused.  The technicians did manage to get the train started before too long and obviously the TDM equipment has become a lot more reliable.  It didn't help that the signals were being communicated through dirty RCH jumpers on stock (Mk 3 sleepers) that hadn't seen much use for some time.

Regards,

David (another one)

 

c Lolham Class 47 1789 down parcels Feb 72 J2822.jpg

Lolham Class 47 1789 down parcels Feb 72 J2822

 

 

 

 

David