TheSignalEngineer

There is an Eric Treacy photo of a parcels train at Edge Hill in the 1930s made up of Stove R, 2x GWR six-wheel Siphons, Stove R, 2x 42ft GUV.

When we were there a couple of weeks ago it was parked under cover at the side of the Flying Scotsman exhibit at the north end of the Warehouse. That day it was standing so you could see the smoke deflectors and cab side but not much else. Tomorrow 48151 should be working to Scarboro departing at 11.49 and returning at 18.15. Good view from the balcony at the museum if you are there in the morning.

I found a reference in Modern Railways early in 1963 to Evening Star passing Wellington the 1.50pm Morris Cowley - North Mersey Class 4 Freight on 19 November 1962. I don't know how far it worked the train.

Don't believe the maps. The OS 1:10000 revised 1973-77 still shows the turntable connected to two sidings. What appears to have happened on the 1964 photo is that the road nearest to the main line has been extended across the pit and onto the subway. It isn't across the centre of the pit. I suspect that without being able to run onto the table it was difficult to use it as a neck for more than one loco.

The assembled company could probably keep a T-shirt factory running flat out for our efforts at disaster recovery.

TT3/16.5?

The pit at Godley has recently been cleared. Original web page http://www.geograph.org.uk/photo/4919971

Drivers on Compounds with their Fowler tenders were keen on piling it high as seen at Nottingham in May 1954 https://transportsofdelight.smugmug.com/RAILWAYS/BRITISH-STEAM-LOCOMOTIVES/LOCOMOTIVES-OF-BRITISH-1/i-C9W2LD5/A

Try doing that at an exhibition. A temporary measure by Kevin Lane, on Flickr

The box circuits, blocks, etc between Proof House and New Street No.1 / New Street No.2 were in cables on the Midland side, out of shot to the left. Those wires were fed from a cable which went up the brick pier between the Midland and LNW sides. I think they may have been the telephone trunks between the New Street and Snow Hill exchanges. The foot of the ladder is certainly foul of the Down London line. I'm not sure who the man in the hat is, but he may have already appeared in post #10 of this thread.

More likely that someone would do serious damage to me.

Rode past there yesterday and it did strike me whether the tunnel at Stalybridge is OK for OLE clearances or if it still needs to be modified. The other point about putting the feed on masts is that the HMRI may not be happy about bare feeders in areas where there are no electric trains.

There will need to be some changes to the service pattern through Stalybridge as locals start to go over to electrics. At the moment the common off-peak run is Blackpool N. - Huddersfield - Wigan W. - Stalybridge - Manchester V. Due to space limitations at Victoria a number of trains will need to continue to Stalybridge to turn back even if they don't run through to Huddersfield as electrics in the short term.

If trains are formed in the traditional way with the guard's compartment outwards at each end it should be fairly safe for the fireman to get down for coupling up. The biggest problem would be if a Mk1 SO were marshalled at the end with the toilets outwards.

Thanks for that. The USATC one is very similar to the second Longbridge one, the NCB one possibly even more so.

I managed to find a picture of Austin No.5 at Longbridge during 1958 just before it was scrapped in Roger Shenton's "Changing Tracks". Compared wth the SR locos the cab looks completely different as does the plumbing under the LH side. I would guess that it was closer to the Rivarossi one in USATC livery, numbered 1948.

View from the den just before sunset on Friday evening. Shelf Moor, Bleaklow. above the Snake Pass Road.

Would the same apply to the ones used at Longbridge Austin Works in the 1940s and 1950s? The Austin ones were Davenports, works numbers 2503 and 2505. I think the Southampton ones were mainly built by Vulcan Ironworks, Wilkes-Barre PA. the only exception being the one which became DS233 at Redbridge which I believe was built by H K Porter.

Where I was bought up Industrials were often carefully tended, possibly because of the limited number of men involved in their upkeep unlike mainline locos which were 'Common User'. Warwickshire Railways has some good examples such as this 1926 Manning Wardle at Rugby Cement in 1961. http://www.warwickshirerailways.com/misc/misc_indust096.htm Cadburys locos always seemed clean and even at dirty industrial sites when the gloss had gone off the paint the colour still showed up. Plenty more around Warwickshire here http://www.warwickshirerailways.com/misc/index.htm

One at Snow Hill 6667 Snow Hill by Prof2940, on Flickr

Mainline/Replica/Bachmann LMS P1 57' corridor stock

Stripping the steamers was quite labour intensive compared with wagons. There was bolier lagging to get rid of and the copper to take out separately. The only higher value metal in a wagon was the axle bearings, that's if the locals hadn't already nicked them. Interesting shot of the Palethorpes van, one of two built at Swindon for the Dudley to Cardiff circuit.

Just delving into Mr. Bartlett's fine collection of pictures for a detail or two and I found a Pipe wagon with an NEM socket. http://paulbartlett.zenfolio.com/brpipe/h22ade58f#h11fd3b0c http://paulbartlett.zenfolio.com/brpipe/h22ade58f#hf201156

Where's ABS when you need him? Is he a member of a Southern forum anywhere?