Calimero

Didn't Workington have a Ratio crane?

And in some locations spring points, Ripple Lane springs (tut!) to mind and also exiting Stratford via the outlet, many coming to grief!

We had the DBSOs on our Intercity jobs at Stratford, they were quite problematic to start with trying to get the TDM to configure, as the years progressed they earned the nickname 'Scuds' as the always left their departure point but rarely made their destination! You'd think TDM was a set given but there must have been some variances, they did try Class 90s on them but again they were problematic, as I recall Penny Black being a regular deputiser at the time.

Plenty of pulling but alas no pushing!

The System starring Oliver Reed has an interesting start!

Yes the TDM equipment was removed, the cupboard is still in brakevan. Bluestar was added on so we have a jumper cable and throttle pipes, also note the MK2s have had to have these additional fitments added as well.

I'll add that the only modification made to the 37/4 is the installation of large logo livery!

DBSO is worked via a Blue Star arrangement and they have been retro fitted with a control pipe and blue star equipment. A 37 controller has been installed instead of the old unit type controller. If I remember right the NR versions use a 31 controller. Previous use on Intercity services was via the Time Division Multiplex (TDM) using the RCH cables.

https://www.google.co.uk/url?sa=t&source=web&rct=j&url=https://www.pinterest.co.uk/pin/71705819047001920/&ved=2ahUKEwji_6DAzarZAhXMDcAKHadbAqEQFjACegQIExAB&usg=AOvVaw3lESRUY2Zj54p7LI7Kq85B

Weekend work line, for some reason the Southend postal 31 has been put on there.

Weekend work line, for some reason the Southend postal 31 has been put on there.

At Stratford Depot Shunter would put them onto the roads in order of departure, the weekend work line would be filled up on the Monday then shunted out ready for Friday and Saturday departures by the PnD man. Another key point was all locos would be buffered up.

Only places I can think of are the DC section Kilburn to Harrow/Watford and the section Gunnersbury to Richmond.

Used to travel on them to Cambridge when I started working for BR. Never forget the smell of those composite blocks!

I recall a few Midland variants coming over, think they came to bolster the fleet as a couple were out of service due to damage?

As I recall the 321s came in and started running on the West Anglia alongside 310s, then the 317s cascade in due to 319 introduction on Thameslink. The 310s were moved to the LTS and 321s to the GE. Over on the GE 309, 312 were working the mainline stuff with 315 on the locals (Gidea Parks, Romford-Upminster and some Southend Vic's). 321s started working on Southend Vic's, Braintrees with 312s being retained for Ipswich, Parkestons, St Boltophs. Clacton finally lost the 309s to North West trains around 95/96? and 321s took over. The 310s carried on on the LTS until 317s took over around 96ish and things like 302 and 305 were withdrawn from LTS and West Anglia in the years up to 1994. The introduction of 365s on the GN allowed some 317s across as well, then for a while 317s were in use on Norwich services (must have been when LTS started getting 357s)

Been searching for a footbridge, found the perfect one! https://rover.ebay.com/rover/0/0/0?mpre=https%3A%2F%2Fwww.ebay.co.uk%2Fulk%2Fitm%2F142672810319

Project Payne has been conducted in recent years resulting in the British Army "Fight Light" philosophy. Basically all you carry on the man is ammunition and water (amount task dependent). Still don't stop those up the chain make you carry everything!!

Top tip if researching using work computers, don't click on a link that is titled Gorleston Swingers! Whilst in Google search it mentions Reedham Swing Bridge the website has no information of any use to those wanting to construct a 4mm version!

It must include the '...on-the-Naze', those are the rules!

There are a number of intermediate stations that could be worked into a terminus plan for example Cheshunt which would have two routes out, or perhaps Bishops Stortford which would have carriage sidings and could incorporate a yard. other non-GE stations in Essex which have plenty of scope for EMU operation would be Shoebury (incorporating MOD traffic) and how about Tilbury Riverside!

I'd recommend to you all a visit to Chartwell Hall, the family home.

If you did Southend Vic you could have parcels or coal, Hertford East you could have a speedlink type working running round (Hertford East was an RA9 route for the sleeper trains at Rye House) or Enfield Town which had a ground frame on P3/P2 for engineering trains to run round.

This maybe of use ... http://www.video125.co.uk/acatalog/norfolk_branches.html

Off Signalbox.org 'The following is a brief description of the swingbridge equipment: The swing bridges at Somerleyton and Reedham are of the same design. The pivot point of the bridge is adjacent to the main river channel and the bridge is swung open, parallel to this side of the main channel to enable boat traffic to pass. The movable section of the bridge consists of a solid elongated ‘A’ frame with a central portal and main cross girder at ¼ and ¾ points of the bridge. Two ‘tray sections’ are mounted inside the ‘A’ frame balanced on each of the main cross girders, such that at the centre portal the ‘trays’ drop and at the ends of the bridge the ‘trays’ rise. The bridge can be moved when the ‘tray sections’ are balanced with the ends of the bridge raised. The bridge is moved by means of a wire ropes attached to the underside of the bridge-end adjacent to the signal box. The wire ropes are attached to a motorized winch mechanism located below the signal box which pulls the bridge open and closed. On closing the bridge, ‘latches’ operate to catch and hold the bridge closed. When opening the bridge these ‘latches’ are released. Hydraulic jacks are provided in the central pivot point chamber below the bridge. These are used to raise the ‘tray sections’ so that the six ‘wedges’ can be placed under the ‘tray sections’ to enable traffic to be run over the bridge. Circuit closers are provided to ensure and that the centre sections of the ‘tray sections’ are raised and that the wedges are in position. The bridge position and ‘tray section’ alignment is also detected at the ends of the bridge. ‘Engagers’ are fixed on the landward ends of the bridge, with the bridge in position these allow the mechanical movement of the roding over the bridge to the far side operating the far ‘bridge bolt’ and mechanical signal protecting the bridge. Similar engagers are also used for the operating the ‘wedges’. Two ‘bridge bolts’ are provided on the land at each end of the bridge; these are used to lock the bridge in position preventing lateral movement. A circuit closer is used to detect the locked position of the ‘bridge bolt’.'