The dappermarket, Amsterdam also has instated 1 way traffic and markings on the floor remind people to distance. In spite of that this lady still opts to wear a mask as a lot of people ignore all these not so subtle requests not to stand so close.

Why is a mystery to me, I can understand people not liking shutdown of many shops, bars musea etc. I get that not being able to hug friends and family is unnatural and weird. All these and some other things bother me to some extent to.

But what great loss could you possibly experience not being able to stand nose to nose with a complete stranger is a mystery to me. Seriously just stay out of peoples way a little!

40118 passes through Dent with the 1040 Carlisle to Leeds on 5th January 1985. The loco was withdrawn just five weeks later at Tyseley after it was found the tyres were too thin to turn.

It was re-instated as 97408 for work in the Crewe remodelling scheme in May 1985 and withdrawn from BR in February 1986.

 

It is currently preserved and based at the Birmingham Railway Society in Tyseley.

A photograph which shows the limitations of the cheap “point and shoot” Haminex camera I was using at this time with the centre of the photograph being fairly sharp but the edges are anything but. However the subject 20014 is quite interesting as it is one of the original batch of class 20 locomotives from 1957 and was one of the first to be withdrawn a few months after I took this photograph at Toton on the 3rd August 1975.

 

Locomotive History

20014 was originally D8014 and it entered traffic in December 1957, allocated to Devons Road MPD in Bow, London to work cross-London transfer freights. It remained at Devons Road until transferred to Stratford in April 1964. It moved north to Immingham in October 1965 and across to Tinsley in October 1966 before returning to London (Willesden) in September 1967. In May 1969 it transferred to Toton. and it is seen here in in a very worn green livery. As this is nine years after the introduction of corporate blue I think it is safe to say that it is a long time since 20014 had seen any form of classified repair at a main works. Its condition was such that a few weeks later in October 1975 it was stored along with a number of other class 20’s. Most of these were eventually re-instated however seven months after this photograph in March 1976 20014 was one of three class 20’s surprisingly withdrawn (20012/14/38). It ended its days at Glasgow Works being broken up there in January 1977 and was the only class 20 never to receive corporate blue livery.

 

Re-scanned and re-edited 9th November 2015.

 

Hanimex Compact, Orwochrome UT18

 

RAF Turnhouse

20 Jan 44

20 Jul 45 3 Nov 47

22 Jan 48

49

SUPERMARINE SPITFIRE L.F.XVIE RW393/7293M MUSEUM ACCESSION NUMBER 1995/1012/A

Ordered as one of 700 Spitfire Mk.21 aircraft, cancelled in August 1944 but partially re-instated as 40 Mk XVI aircraft. Built at Castle Bromwich. Serial

block RW373 - 396.

To No.6 Maintenance Unit, RAF Brize Norton, Oxon.

To the Spitfire L.F.XVI equipped No.203 Advanced Flying School at RAF Chivenor, Devon.

 

To Fighter Command Control and Reporting School, RAF Middle Wallop, Hants. This unit used Spitfire L.F.XVI and Airspeed Oxford aircraft to train fighter controllers.

 

Flown as the personal aircraft of the AOC Fighter Command - Air Marshal Sir William Elliot (AOC Fighter Command 1947 -49) whilst on charge to No.31 Squadron (Metropolitan Communications Flight) at RAF Hendon. Painted white overall with a red flash on both sides of the fuselage, made up with red crosses and blue serial numbers.

 

Suffered Cat.3 damage in a landing accident- whilst landing in a crosswind at Hendon in the early afternoon after a local flight. The aircraft ran off the runway into soft ground and tipped onto its nose. The pilot was uninjured.

Under repair by a party from No.58 MU, Skellingthorpe until 16 May 51.

 

Re-joined No.31 squadron. By early 1953 the aircraft was on Embassy Flight, housed in the Grahame White hangar, and was known as the ‘Clipped Wing Wonder’ .

 

To No.3 Civilian Anti-Aircraft Co-operation Unit at Exeter Airport, Devon coded ‘B’ in blue below the cockpit and still in overall white. This unit provided calibration and target towing for the Army, Navy, and RAF. The aircraft were Air Ministry owned but civilian crewed. Exeter then held the largest Spitfire unit remaining in the country.

22 Mar 51

2 Apr 51 17 May 51

28 Oct 53

6 Jul 54

13 Dec 54 17 Sep 55 14 Dec 55

27 Mar 56

12 Jan 57 9 Mar 57

75-76

To No.45 Maintenance Unit RAF Kinloss. Ten other Spitfire Mk XVI aircraft were retired by the unit that year. Four other Spitfires remained with the unit until 1956, being progressively replaced by Vampire FB.5 aircraft.

 

Classified non-effective stock.

Displayed at RAF Kinloss Battle of Britain Day.

Allotted instructional serial 7293M for issue to No.603 Squadron at RAF Turnhouse from No.45 MU for use as a display airframe.

Issued to No.602 Squadron at RAF Abbotsinch with the instructional serial 7293M, with code ‘B’ and RW393 serial crossed out and replaced by roughlThe History (021012) p.436.

No.602 Squadron disbanded at Abbotsinch.

Re - allocated to RAF Turnhouse (Edinburgh) for display duties and placed outside the station H.Q; 603 Squadron disbanded the following day.

 

As first displayed the aircraft was camouflaged and carrying an approximation of the wartime markings of No.603 (City of Edinburgh) Squadron Royal Auxiliary Air Force with the fuselage codes XT-A and no serial numbers. Regularly cleaned and inspected by 603 Squadron personnel.

 

Refurbished by the Engineering Wing at RAF Kinloss. Returned to the gate at Turnhouse by April 76 still camouflaged as XT-A.

AF Cardington.

 

To Aerospace Museum Cosford, Salop for display, replacing Spitfire XIV MT847 which had moved to Manchester.

 

Following replacement on display by Spitfire Mk.1 K9942 from Hendon, moved to storage at RAFM facility at RAF Stafford.

By road to RAFM MBCC, RAF Cosford, for cosmetic attention prior to display in the ‘Living Museum’ forming part of the VE/VJ 60th anniversary celebrations in St James’s Park, London. Repainted as a wartime 74 Squadron aircraft, TB675/4D-V.

By road to London for the exhibition, which was open to the public 4-10 July.

 

By road to RAFM Hendon for temporary storage.

Displayed at RAFM Battle of Britain weekend event. Photo-Flypast December 2005 p.12.

Dismantled, and returned to RAFM Cosford for display the following day (21 September).

Returned to RAFM Hendon by road for further temporary display over the summer, being placed outside by the Milestones building on 24 August 2006, returning to the Bomber Command Hall 12 October 2006.

By road to RAFM Stafford for storage, following display at the RAF Museum Pageant weekend 2-3 June 2007. Delivered 7 June 2007.

By road to RAFM Hendon for display in Historic Hangars July 2015.

 

45041 was recorded stabled at Buxton depot on 3 April 1988 the former Royal Tank Regiment had just over 3 months left in service being withdrawn on 8 June 1988 and was acquired by Pete Waterman. The locomotive was purchased from Pete Waterman by the Peak Locomotive Company in February, 1996 and had bodywork repairs and a complete repaint so that it could be re-dedicated by the Reverend Bernard Baines, the Royal Tank Regiment Padre at Crewe Works Open Day on 17th August, 1996. Following the Open Day, the locomotive was moved to Crewe Electric Depot where it had its tyres turned before being hauled over the main line to the Midland Railway Centre.

 

Restoration work began upon its arrival at the Midland Railway Centre alongside the groups other locomotives (at the time); Class 44 D4 “Great Gable” and Class 46 D182. 45041 made its debut in preservation on 28th September, 2002 and subsequently visited diesel events at the East Lancs Railway and the North Yorkshire Moors Railway as well as making a return visit to Crewe Works for an Open Day in September, 2005.

 

The locomotive was repainted once again into BR Blue livery with Full Yellow ends in September, 2010 and the owning group have plans to re-instate the locomotive’s train heating capability at some point in the future following an overhaul of its train heating boiler.

Commentary.

 

Volunteers worked very hard to re-instate this Severn Valley Railway as a privately run, Heritage Line, in the 1970’s,

following the notorious “Beeching” cuts of the early 1960’s.

The line consists of a 16 mile stretch from Bridgnorth to Kidderminster with four stations and two request “halts.”

Arley, is the third proper station after leaving Bridgnorth.

What a delight to see litter-free stations with well-tended garden borders, no graffiti, trains running on time and helpful, friendly, unstressed staff, in full, proper uniform, with a smile on their face.

Is the modern system really a mark of progress?

Or like the N.H.S. is it just over-loaded by population despite the tireless efforts of its wonderful staff to provide an excellent service, in impossible conditions?

Short, though our journey was, from Bridgnorth to Arley, return, we found it a most pleasant and agreeable experience!

 

Lining up his next possible shot is my old friend, rail enthusiast and photographer Mr David Hayes in the days when we both had a lot more hair than we do today, 12th July 1980.

 

We are located at a foot crossing at Blackwell at the top of the Licky Incline and although it is mid summer Dave is wearing a long sleeved top.

 

By his feet you can see the top of Dave’s black Hakuba aluminium camera case, I have one as well but in silver. A few years ago I re-instated my Hakuba from store in the loft after a period with more modern camera bags and it is back in use. Some may consider it a bit of a relic and bulky but I find it good and versatile as a camera case but also a good portable step, to get a bit of extra height to see over modern bridge parapets and as a handy seat as I am not getting any younger.

 

Canon AT1, Ektachrome 200

The Grade II Listed Loughborough Central Station the current end of the line of the heritage Old Great Central Railway (GCR). In Loughborough, Leicestershire.

 

The origins of the old GCR may be traced back to the earliest days of railways in and around Manchester. What was to become identifiable as the Great Central Railway was the amalgamation in 1847 of the Sheffield, Ashton under Lyme & Manchester, the Sheffield & Lincolnshire Junction, the Great Grimsby & Sheffield Junction Railways, and the Grimsby Dock Company. The principal reason for existence was the movement of coal and other goods across the harsh Pennine moorland.

 

A bill was put before Parliament in 1891 for the line from Annesley through Nottingham, where the great Nottingham Victoria station was built with the Great Northern Railway, Leicester, Rugby and to an end on junction with the Metropolitan at Quainton Road. Construction of the line started in 1894 and was opened to coal traffic in 1898 and to passengers a year later.

 

The nationalisation of the railways in 1948 led to the Great Central metals becoming part of the Eastern Region of British Railways. In 1958 the ex-Great Central was re-allocated to the Midland Region of British Railways and so were sown the seeds of its decline as a main line to London.

 

Country stations such as those at Belgrave & Birstall, Rothley and Quorn & Woodhouse were closed in 1963. In 1966 the line closed as a though route to London and the line was severed just south of Rugby while the proud station at Nottingham Victoria was demolished. Until 1969, when the line was finally closed, a DMU service ran from Rugby to Nottingham Arkwright Street.

 

A group of enthusiasts was determined to keep the line alive for the running of main line engines. The Main Line Preservation Group was formed to begin the mammoth task of preservation and restoration. Fund raising was always a problem so in 1971 the Main Line Steam Trust was formed and registered as a charity to raise funds through covenants.

 

Since then, the volunteers and staff have re-instated a double track section from Loughborough Central to Rothley and opened a single track to Leicester North, just south of the old Belgrave & Birstall station (and built a new station there) and have restored stations, signals and signal boxes, carriages, wagons and steam and diesel locomotives.

 

Information Source

www.gcrailway.co.uk/brief-history/

 

Seen here on Aquithie Road in Kemnay Ex-Dublin Bus AV214 Volvo B7TL ALX400 16975 128ASV (LW51ZGU) passes Volvo B9R Plaxton Panther 53606 both while operating the Service 220, 16975 towards Alford and 53606 towards Aberdeen.

 

The 220 is one of Bluebirds longest standing routes going back to the Northern Scottish days pre-deregulation. At one point the service operated all the way through to Strathdon however these days the Service 219 covers the two journeys per day between Alford and Strathdon while the 220 and X20 cover the Aberdeen - Kemnay - Alford route. The peak variation X20 is limited stop in Aberdeen and takes a more direct route missing out the north side of Kintore. Rather confusingly for a short period the 220 was renumbered X20 while the more direct peak journeys were the 420. .

 

Kemnay is also served by Bain's Coaches Of Oldmeldrum with the Service 240 to Inverurie and Oldmeldrum every 40 minutes and the 421 between Oldmeldrum, Daviot, Inverurire and Alford every two hours.

 

16975 was new to Dublin Bus in 2001 as AV214 01-D-10214, she was imported in to the UK in 2014 and purchased along with 5 other ALX400's by Highland Scotbus to replacing their ageing fleet of Atlanteans. Following the sale of the operator in 2017 she and her sisters were acquired by D&E Coaches and re-registered with 16975 being P9YST. In January 2019 Stagecoach Highlands acquired the majority of D&E Coaches service work in the Inverness area, part of the sale included the transfer of around 30 vehicles including these B7TLs. Due to height restrictions in Inverness all 5 B7TLs were transferred to Bluebird a few months later with a handful of Trident's going north to Inverness. Despite the majority of people thinking these would be some of the first Ex-D&E vehicles to be withdrawn, they have defied the odds with all 5 now in swoops and still in operation with Bluebird nearly two years later. Despite their age they've proven popular reliable workhorses and are frequently on longer rural routes such as the 220.

 

53606 was new to Bedford for the X5 in 2008 transferring to Bluebird in 2014, it is one of 5 KX58s in the fleet although these have proven quite troublesome over the years and as such 53607/8 were withdrawn in August 2020, 53607 was later instated as a paint float, but has since been displaced by 53634.

 

Photo date: 01/09/2020

©Jordan Adam.

Totally unaware what was at the head of this working, decent surprise to see re-instated 60065 turn up with a set of troublesome trucks! 6d44 is a daily working and can have a variety of class of loco (s) at the helm. 60065 seen here at Tamworth working Bescot to Toton yard

“Okay but hear me out… danger-sense.”

 

Chris lets an unimpressed puff of air out past his tongue and continues unpacking his lunch bag.

 

Roger purses his lips. “Okay, only a little bit hurt…”

 

Chris finishes with the bag and leans into the table. “You cannot tell me that’s better than having super-speed. The gap between degrees of cool there is astronomical.”

 

“But if you can always tell when and where bad things will happen,” Roger continues, throwing his hands up, “whether or not you can stop them yourself, you can tell OTHER people, who can!”

 

“What if they don’t believe you?”

 

“Okay, the rule is, your power is a known fact to everyone. Everyone would know I’m precognitive.”

 

“How do you know who CAN stop the danger, if it’s just a general sense? Wouldn’t you want… I don’t know, full-on mind-reading?”

 

“There’s so much room for abuse there. I mean, you know how many Superman bad guys there are like that? Mind-reading is totally out. Same with time-travel. We are NOT considering time-travel.”

 

Roger then swings his head to his right. “Glinda, c’mon. Best power. Break the tie.”

 

Glinda Parks sighs. “Fashion-sense.”

 

Roger sputters. “Thats-“

 

“Well I know I have fashion sense,” she explains, “but I mean, knowing the next big craze before everyone else.”

 

Roger concedes and returns to his food. “I am utterly disgraced.”

 

Chris keeps his laugh inside himself. Sitting down with his old friend at a recess away from all the noisier kids running around in the sun, and having the most cyclical debates ever, was like rediscovering an article of clothing that fit perfectly. The tree they were under and the table were different. Chris himself felt like less of a natural at keeping up with Roger’s enthusiasm, but… he was glad to be back. He was glad to find Roger had made friends that Chris wasn’t too alienated from. He had worried, driving with his parents back into town, that if Roger remembered him, he still wouldn’t be able to fall in with a new crowd. That, maybe, he would be intimidated, or feel replaced.

 

Glinda was alright. Hardly a single common interest, and yet, she fit in right along with Roger. Or, maybe it was that her mind was on an entirely different track, and her scatterbrained nature just never lead to major clashes. At any rate, she seemed laid-back. Chris’ mom had said she herself hung out with boys in school because they weren’t so dramatic. Chris thought that must’ve been a joke.

 

“Roger Dunbar, you can be so persnickety,” Glinda said, shaking her head.

 

Roger forgets his sandwich once again. “It was a hypothetical about what you’d do with amazing powers, not… not how great it would be to know before anyone else that the latest fad is… Bell-bottoms!”

 

“Baggies,” Glinda corrected, pointing at her attire.

 

Chris clears his throat. “Uh… what about you, Vicki?”

 

She was up in the tree, looking out past the school’s fence.

 

“Mind-reading wouldn’t be so bad,” she mutters, practically to herself.

 

“They never listen,” Roger laments. Chris offers a shrug.

 

Vicki wasn’t very readable herself. Chris didn’t comprehend the distant tendencies when, a minute before, she could be engaged in conversation with Roger or Glinda, completely open. She was unfocused in a whole different way.

 

“She’s watching him again,” Glinda remarked.

 

“Who?” Chris answered his own question by following Vicki’s stare. A dark-haired boy, walking in the park across the way, some kind of pad or notebook in hand.

 

“He looks our age, but he’s always there, at this time,” Vicki ponders. “Never in school.”

 

“Maybe he’s homeschooled. Or looks young,” Chris says, uninterested.

 

“You could go ask him to know his age for sure!” Glinda elbows Roger for him to endorse the idea. He takes a bit, then points at his full mouth. Glinda huffs.

 

Vicki remains still. “He could be homeless. And it just… happens. Right in front of us.”

 

“Well if he is, he must’ve stolen those boots,” Chris notes. “They’re really clean. High-end…”

 

Vicki’s concentration finally breaks and she frowns at him. Chris almost chokes.

 

“Uh… private school is a distinct possibility.”

 

Vicki hops down and walks along the bench. “Your dad’s a detective, so you’re some kind of junior-sleuth too? For all you know he doesn’t eat every day.”

 

Chris has an urge to sink into the ground. “I’m wrong a lot. Ask Roger.”

 

Roger looks between the two. “Vicki, he wasn’t trying to-“

 

“Give the benefit of the doubt,” she finishes.

 

To Chris’ surprise, she doesn’t storm off. She sits next to Glinda again and peels a tangerine.

 

“Sorry,” Chris manages, only by not looking directly at her.

 

“Give me a day, I won’t even remember,” Vicki replies. “I get caught up on things.”

 

“We could be here for a few hours, pointing out what’s wrong in Fairfax,” Roger adds, further defusing things. “Let’s not go there right now.”

 

Glinda glances at her lap, then back up at the group. “What are your guys’ plans for Halloween costumes?”

 

Roger tips his water bottle. “Finally. Common ground.”

 

***

 

Bryan Smith was about as interesting as his name.

 

It must have been a miracle that he had been noticed by the casting director; equally, that the ad agency had accepted. Bryan had next to no qualifications to get the part. It was the kind of fortune that most people would call a fluke, “too good to be true.” Bryan was never a suspicious person however. He had found in his adult life that he couldn’t afford to be.

 

He wrestled with his worn parking brake as his car rolled to a stop outside Trojan Laboratories. The whole crew was there ahead of him it seemed, cameras in place and all the rest. Halfway through getting the attention of who he assumes is a production assistant, Bryan tries to coolly straighten the loosened drawstring of his pajama pants.

 

“Mr. Smith!” they say, with strained cordiality. “I recognize you from your résumé; you’re here right on time.”

 

“I… couldn’t figure out how to attach my headshot actually, but…” Bryan explains.

 

“We’ll just be getting you in your outfit, and then we roll camera,” the assistant says, skipping over the peculiarity. They then turn back to a few technicians setting up reflection panels.

 

“Does it need fitting?” Bryan asked, trotting after them. “I may have put on weight since I upda- oh.”

 

There were already two more of the crew converging on him with a helmet and chest plate.

 

“Urk! Hey, are there still pins in this?” Bryan exclaimed as he felt pricks on his skin when they were applied. One of the costumers peered at him.

 

“They aren’t fabric,” they drawled.

 

Right. Bryan knew that. “Are there… pants?”

 

“The shot’s waist-up,” the assistant sped-walked up again with paper. “This is your line.”

 

“‘Line.’” Bryan knew it wasn’t a glamorous part. He had hoped it might be more exciting when he was in the moment, but he almost felt even more of a pit in his stomach now than when he had been going unnoticed all these months. It’s a paycheck, he had to remind himself.

 

He waved the page at the assistant. They didn’t look up from their notepad. “Hey, should I say it kinda dramatic-like? Or more tongue-in-cheek? ‘Cause I could really give it some bravado, but I wouldn’t want to like, upstage anyone else…”

 

“I think you should, eh, say the line,” the assistant’s smirk was even less convincing this time.

 

Bryan stops examining his little slogan, and it suddenly registered with him that the cameras weren’t Trojan Laboratories’. They were from news stations. His face lost its color.

 

“Hey, th… the thing said this would be recorded, but not… broadcast!”

 

“Didn’t they tell ya? They had a recent breakthrough here,” a cameraman spoke up. “Gonna turn on their uh… ‘green-energy’ thingamajig. A generator.”

 

“That… might look good to future employers,” Bryan thought. He could bear with this for a few lousy minutes if it meant he might be a mascot for some big scientific achievement…

 

Who was he kidding? The helmet was ridiculous. No one was going to remember him just for being in some hokey promo… They got him for cheap for a reason.

 

“It’s a paycheck,” Bryan squeezed shut his eyes, trying to stop his head from swimming. A reporter was partially through presenting the event, then Bryan would get his prompt.

 

“Do you have any pride? What a joke.”

 

“Say the line, then leave. This isn’t going to kill you.”

 

The reporter had already made their way over to Bryan, amidst his fretting.

 

“… and here with us for this afternoon’s exciting reveal of Trojan’s vision for the future of energy, THE Trojan himself,” they proclaimed loudly. Bryan worked to reset his expression, as he knew it must have been twisted in disgust. Maybe directed at that corny grin. He’d finally realized how much he hated it when people did that. And how he couldn’t.

 

“I was told,” the reporter said, filling in Bryan’s silence, “you have a message to all the families at watching, especially those in Fairfax who may be the first to enjoy this new technology!”

 

Time momentarily, and generously, froze for Bryan. It wasn’t the costume or the line that would hurt. It was the creeping thought that this would be as good as it would ever get for him. And there was nothing to do but rip the bandage off.

 

Bryan stuck out his chest. “Nonrenewable resources are just another wooden horse! Don’t fall for-“

 

A deep hum rippled through the lot, cutting off the last bit. Bryan and everyone else assembled gazed up the hillside to see Trojan Laboratories encompassed by a mushroom of shimmering fumes, rapidly folding out from the middle of the structure. The great eruption hung in the air, the colors within swaying back and forth almost like disturbed liquid. The spectacle was mesmerizing enough that it took a camera operator tripping into him, as they fled, for Bryan to acknowledge the threat.

 

“R-run, everyone!”

 

They already had; some shut inside the vans, others still scrambling towards the woods down the road. Bryan attempts a sprint of his own, but as the cloud descended on all his escape routes, his cheeks and neck start to itch; his muscles cold and aching, like they’re about to push through his skin. The helmet seems to double in weight over his brow, while maroon shades bleed into Bryan’s vision, and he crashes to the ground, eaten up in the dense vapor.

 

***

 

Cableman bumped the basement door open was an ankle, and listened before proceeding down the steps. A tune was drifting up from the room below, sung by low yet experienced voice. He was here, then. As per usual.

 

“-t’s all for me grog; me jolly, jolly grog…”

 

Cableman resumed walking, witnessing plays of unnatural light on the walls and his suit as he drew nearer to the bottom. It wasn’t a surprise that she was also there; it being commonplace, though, did not make Cableman any more thrilled at the conversation that was to come.

 

The last few steps sagged beneath his feet, and he tilted his head up just enough to see Cathan. He had on his red costume, and was leaned back in a seat, seemingly inebriated. His song was still making its way out of his lips, albeit in increasingly-detached increments.

 

“… For I’ve spent all me tin on the lasses drinkin’ gin

Across the western ocean I must wander…”

 

“Cathan,” Cableman slurred.

 

The splashes of color dimmed slightly in his peripheries, and Cathan’s face regained some its shrewd complexion.

 

“Yes?”

 

“This is me, reporting,” Cableman said while throwing his arms out from his sides, “the nothing there is to report.”

 

Cathan just nodded.

 

“This may come as a surprise to you, but I could be be doing something productive here. More productive than tailing some kid…”

 

Cathan smiled faintly. “He’s our target, I’m sure of that. He’ll make of a mistake eventually, and when he does… I’ll have my most reliable and devout friend there to retaliate accordingly. Won’t I?”

 

“He NEVER talks to anyone,” Cableman growls. “He takes a random route away from the city any time I’m within a block of him. It’s absurd.”

 

“More absurd than making another move while he’s still an obstacle? So that he can take down another of us?”

 

“Get Murr to play ‘spy’ for us. I’m over this.”

 

“Everyone pulls their own weight, Todd,” Cathan interjected.

 

“Oh I can see that,” Cableman responds dully, making no effort to avoid side-eyeing the person he knew was across the room. Cathan’s smile slips; he gives a slow blink and stares down Todd.

 

“When he slips up… leads you to where he hides, makes contact with someone else… that can be the end for you. I’ll send our newest members…” Cathan gestures where Todd had glanced, “… to finish the job as their initiation, and you can go back to your usual work.”

 

“That’s all I’m asking,” Cableman shuffles back. “I’ve got new equipment I’ve been meaning to-“

 

“I know,” Cathan interrupts again, tapping a finger on the corner of his lid while looking up at the ceiling. “I see.”

 

Cableman follows his line of sight to the obviously-opaque drywall. “Of… course you do.”

 

Cathan settles back into his chair. “Why don’t you rest for the day? Being out of your element has made you… testy.”

 

“I like my head, the way it is, just fine,” Cableman snaps. “You have fun in dream-land while I do all the dirty w-“

 

Cathan laughs now, and shakes his head. “You’re very lucky I like you, Todd.”

 

There’s no continuation. The two men regard one another with blank faces. Then Cableman departs, Cathan watching him leave, as the display of color fills the room again.

 

***

 

Authorities have arrived at Trojan Laboratories by now, with the expected biohazard precautions. Incredibly, as the the heads of the institute insist over and over again, all those within the proximity of the reactor’s discharge are found to be wholly unaffected, once screened thoroughly. All persons are accounted for except the hired mascot, whose departure no one can make certain of, being that they had been hiding and separated by the mysterious shroud of energies.

 

The cameras on the scene would be reviewed for evidence of Bryan Smith’s escape. The absence of his car, as Detective Gregory King points out, would suggest he had to have made it out. Even though all those present were assured it was perfectly fine to go home and not be sequestered, a search was now instated to locate the last being who was exposed. For his own safety.

 

Detective King threw off his containment suit as the investigation team was wrapping up. Of all the the things to run into, not a month into moving back to Fairfax… a potentially-radioactive missing person case. He hoped his family would be adjusting in a much more conventional sense than this.

 

What every soul on the premises would fail to uncover, and could scarcely be blamed for overlooking, was the most minute wisp of the energy plume, before dispersing in the air, being carried by the wind down the hillside. The particle survived longer than anyone at Trojan Labs would have calculated; long enough to infuse an unassuming pea pod on a vine in the crops far below.

 

A minute or so would pass before a tiny squeal would emit from the skin, and tendrils would begin to protrude.

THE STORY OF D200

 

After just over a month of trials on test trains, Light engine movements and crew training runs, D200 was tasked with hauling its first revenue earning passenger train on the 18th April 1958 which was the 1027 London Liverpool Street to Norwich. Fitted to the leading cab of the locomotive was a large headboard, painted the same colour as the locomotive pronouncing that this was the ‘FIRST 2000hp Diesel, London – Norwich, Progress by GREAT EASTERN. D200 later returned that same day with the 1455 Norwich – London Liverpool Street service.British Railways initially ordered Ten EE Type 4’s these being delivered over the coming months of 1958 with the last of the original ten locomotives being delivered by September 1958. However by late 1958 a decision was made to accelerate the plan and large orders for locomotives had been placed which basically abandoned the pilot scheme and led to an order of a further 190 EE Type 4’s with the final locomotive D399 being delivered by September 1962.

 

The first few years of D200 service saw her working services on the Eastern Region out of Liverpool Street and Kings Cross alongside her nine other sisters. Although it was noted that she spent a length of time in Crewe Works and Doncaster Works on repair between October 1962 and December 1962. The Locomotive was noted at Crewe Work in Early February 1969 having had its ‘D’ prefix removed. On 10th May 1970 200 emerged from Crewe Works having been painted in the new British Rail Corporate Rail blue. From late in 1973 British Rail introduced the New TOPS computer system for allocation and recording maintenance of Locomotives. The EE Type 4’s were give the classification of Class 40 and 200 was renumbered as 40122 which filed a gap in the number sequence after D322 was involved in a collision running into a divided freight train between Norton Level Crossing and Acton Grange Junction at 2358 hours on the May 1966 which had run back towards Norton after the handbrake applied by the guard for the freight had failed to halt the momentum on the runaway. 40122 was noted light engine at Preston Station 26th May 1974. She was stored unserviceable at Carlisle Kingmoor Depot 8th August 1981 and withdrawn from BR stock on 25th August 1981 where she stayed to wait her fate.

 

After a campaign by staff at RAIL Enthusiast magazine began to lobby British Rail to save 40122 and began a fund to save her. On 20th April 1983 40122 was marshalled at the front of a freight service bound for Tyne Yard and was hauled by 37083, seemingly the campaign to restore this historic locomotive had succeeded within British Rail and four days later on 24th April 1983 40122 was reinstated while enroute to Crewe Works, arriving there three days later on the 27th April. 40122 was then moved to Crewe TMD on the 6thMayand on the 11th May she was transferred to Toton TMD along with withdrawn sister locomotive 40076 which had been chosen to donate its power unit to allow 40122 to be returned to service. After almost 2 years after being withdrawn 40122 departed Toton Depot freshly painted Brunswick Green and carrying her original running number of D200 and her TOPS number 40122, as she travelled light engine to Finsbury Park in readiness to work her first railtour which was called the ‘Hadrian Pullman’from London Kings Cross to Carlisle via the Settle and Carlisle line. D200 would now take over as a Railtour favourite as several months earlier on18th April Sister locomotive 40106 which had also been kept painted in green livery had been withdrawn form service.

 

D200 had been returned to her last allocated depot of Carlisle Kingmoor where she when to not been selected for charter and railtour work, she would earn keep hauling the 1040 Carlisle – Leeds and 1600 Leeds – Carlisle return service. With the exception of D200 the last Class 40 hauled revenue passenger service fell to the honour of 40012 ‘Aureol’ which worked 1E08 1616 Birmingham New Street – York on the 27th January 1985 and all remaining Class 40’s were withdrawn from BR service leaving D200 to soldier on. For the next three years D200 was utilised to operate numerous Railtours around the BR network, being a favourite of ‘Traintours’ which took D200 to places like Penzance, London Paddington, London Waterloo to name just a few destinations. D200 was also a favourite for being displayed at Depot open days.

​

The final curtain was drawn on the historic Locomotive on 16th April 1988 after 30 years nearly to the day of British Rail service she worked her final rail tour from London Liverpool Street where she had started her revenue earning career D200 was fitted with a replica head board similar to her first working but this time it stated ‘LAST 2000hp Diesel, London – Norwich, Progress by INTERCITY with the tour terminating at York having earlier taken the tour to Norwich. On arrival at York D200 was detached from the train and she ran light engine directly to the National Railway Museum where she would become part of the national collection. She wasn’t official withdrawn until two days later at 1510 hours on the 18th April 1988 completing exactly 30 years in BR service.D200 made a number of visits to preserved lines such as The East Lancashire Railway where class mates 40135 and 40145 were kept and owned by the Class Forty Preservation Society and also a visit to the North Yorkshire Moors Railway. Sadly D200 suffered an issue with her main generator bearing which side lined her from running under power and she was placed back at the National Railway Museum in York as a static exhibit. Although presently stored under cover and protected from the elements, this pioneering locomotive has an uncertain operational future? Hopefully the formation of ‘The D200 Group’ will change that future for the better.

Origins

OriginsThe origins of the Class 40 fleet lay in the prototype diesel locomotives (Types D16/1 ordered by the London, Midland and Scottish Railway and British Railways and D16/2 ordered by British Railways between 1947 and 1954) and most notably with the Southern Region locomotive No. 10203, which was powered by English Electric's 16SVT MkII engine developing 2,000 bhp (1,460 kW).The bogie design and power train of 10203 was used almost unchanged on the first ten production Class 40s.

 

Prototypes

British Railways originally ordered ten Class 40s, then known as "English Electric Type 4s", as evaluation prototypes They were built at the Vulcan Foundry in Newton-le-Willows, Lancashire.The first locomotive, D200, was delivered to Stratford on 14 March 1958. Following fitter and crew training, D200 made its passenger début on an express train from London Liverpool Street to Norwich on 18 April 1958 Five of the prototypes, Nos. D200, D202-D205, were trialled on similar services on the former Great Eastern routes, whilst the remaining five, Nos. D201, D206-D209, worked on Great Northern services on the East Coast Main Line.

 

Sir Brian Robertson, chairman of the British Transport Commission, was less than impressed, believing that the locomotives lacked the power to maintain heavy trains at high speed and were too expensive to run in multiple – opinions that were later proved to be correct. Airing his views at the regional boards prompted others to break cover and it was agreed that later orders would be uprated to 2500 hp (a change that was never applied). Direct comparisons on the Great Eastern Main Line showed they offered little advantage over the "Britannia" class steam locomotives, when driven well, and the Eastern Region declined to accept further machines as they deemed them unsuitable to replace the Pacific steam locomotives on the East Coast Main Line preferring to hold on until the "Deltic" Class 55 diesels were delivered.

 

The London Midland Region was only too pleased as the Eastern Region's decision released additional locomotives to replace their ageing steam fleet, Class 40s managing Camden bank, just north of Euston, with apparent ease. The West Coast Main Line had been starved of investment for many years and the poor track and general lower speeds (when compared to the East Coast route) suited Class 40 as the need to hold trains at speed for long periods simply did not exist and it better exploited their fairly rapid acceleration.

 

Production

Following the mixed success of the prototypes, another 190 locomotives were ordered by British Railways, and were numbered from D210 to D399. All were built at Vulcan Foundry, except a batch of twenty (Nos. D305–D324) which were built at Robert Stephenson and Hawthorns factory in Darlington. All the locomotives were painted in the British Railways diesel green livery, and the final locomotive, D399, was delivered in September 1962.

 

Batches of the class were built with significant design differences, due to changes in railway working practices. The first 125 locomotives, Nos. D200–D324, were built with steam-age 'disc' headcode markers, which BR used to identify services. Later, it was decided that locomotives should display the four character train reporting number (or headcode) of the service they were hauling, and Nos. D325–D344 were built with 'split' headcode boxes, which displayed two characters either side of the locomotive's central gangway doors. Another policy decision led to the discontinuing of the gangway doors (which enabled train crew to move between two or three locomotives in multiple). The remaining locomotives, Nos. D345–D399, carried a central four-character headcode box. In 1965, seven of the first batch of locomotives, Nos. D260–D266, which were based in Scotland, were converted to the central headcode design.

 

From 1973, locomotives were renumbered to suit the TOPS computer operating system, and became known as 'Class 40'. Locomotives D201 to D399 were renumbered in sequence into the range 40 001 to 40 199. The first built locomotive, D200, was renumbered 40 122, which was vacant due to the scrapping of D322 as the result of accident damage.

 

The named 40s

Locomotives in the range D210–D235 were to be named after ships operated by the companies Cunard Line, Elder Dempster Lines, and Canadian Pacific Steamships, as they hauled express trains to Liverpool, the home port of these companies. The only locomotive not to carry a name was D226 which was to carry the name Media but never did so. From approximately 1970, with Class 40s no longer working these trains, the nameplates were gradually removed.

 

BR Service

The Class 40s operated in all areas of British Railways although sightings in the Western and Southern Regions have always been exceptionally rare and usually the result of special trains and/or unusual operational circumstances. After the early trials, the majority were based at depots in northern England, notably Manchester Longsight, Carlisle Kingmoor, Wigan Springs Branch, Thornaby and Gateshead.

 

The heyday of the class was in the early 1960s, when they hauled top-link expresses on the West Coast Main Line and in East Anglia. However, the arrival of more powerful diesels such as Class 47 and Class 55, together with the electrification of the West Coast Main Line, meant that the fleet was gradually relegated to more mundane duties.

 

In later life the locomotives were mainly to be found hauling heavy freight and passenger trains in the north of England and Scotland. As more new rolling stock was introduced, their passenger work decreased, partly due to their lack of electric train heating (D255 was fitted with electric train heating for a trial period in the mid-1960s) for newer passenger coaches. They lost their last front-line passenger duties – in Scotland – in 1980, and the last regular use on passenger trains was on the North Wales Coast Line between Holyhead, Crewe and Manchester, along with regular forays across the Pennines on Liverpool to York and Newcastle services.

 

Throughout the early 1980s Class 40s were common performers on relief, day excursion (adex) and holidaymaker services along with deputisation duties for electric traction, especially on Sundays between Manchester and Birmingham. This resulted in visits to many distant parts of the network. It would be fair to say that few routes in the London Midland and Eastern regions did not see a Class 40 worked passenger service from time to time. Regular destinations included the seaside resorts of Scarborough, Skegness and Cleethorpes on the Eastern region, with Blackpool and Stranraer being regularly visited on the West Coast.

 

Much rarer workings include visits to London's Paddington and Euston stations, Norwich, Cardiff and even Kyle of Lochalsh. The fact that 40s could turn up almost anywhere resulted in them being followed by a hard core of bashers, enthusiasts dedicated to journeying over lines with rare traction for the route.

 

Also, many Class 40s were not fitted with air braking, leaving them unable to haul more modern freight and passenger vehicles. Despite this, only seventeen had been withdrawn by the start of the 1980s.The locomotives became more popular with railway enthusiasts as their numbers started to dwindle.

 

Decline

Withdrawals then picked up apace, with the locomotives which lacked air brakes taking the brunt of the decline. In 1981, all 130 remaining locomotives were concentrated in the London Midland region of BR. Classified works overhauls on the Class 40s were also gradually phased out, only 29 members of the class had a full classified in 1980, and the final two emerged resplendent from Crewe Works in 1981. The honour of the very last classified overhaul falls to 40 167 being complete in February 1981.

 

After that, numbers dwindled slowly until, by the end of 1984, there were only sixteen still running. These included the pioneer locomotive, 40 122, which, having been withdrawn in 1981, was re-instated in July 1983 and painted in the original green livery to haul rail enthusiasts' specials. The last passenger run by a Class 40, apart from 40 122, occurred on 27 January 1985, when 40 012 hauled a train from Birmingham New Street to York. All the remaining locomotives except 40 122 were withdrawn the next day.

 

The majority of Class 40s were cut up at Crewe, Doncaster, and Swindon works. Crewe works dismantled the most 40s, the totals are listed below.

Crewe Works scrapped 65 locos

Doncaster Works scrapped 64 locos

Swindon Works scrapped 54 locos.

The other eleven machines were cut at Derby, Glasgow, Inverkeithing, and Vic Berry at Leicester.

1981 and 1983 were the worst years for Class 40 withdrawals, a total of 41 being withdrawn both years.

The very last Class 40s to be cut up were 40 091 and 40 195 by A. Hampton contractors at Crewe works in December 1988.

 

Accidents and incidents

On Boxing Day 1962, D215 Aquitania was hauling the Up Mid-Day Scot when it collided with the rear of a Liverpool-Birmingham train. 18 were killed and 34 injured, including the guard. Contrary to popular belief, the infamous D326 was not hauling the train.

 

On 13 May 1966, a freight train became divided between Norton Junction and Weaver Junction, Cheshire. Locomotive D322, hauling an express passenger train, was in collision with the rear part of the freight train, which had run away. Both driver and secondman were killed.The locomotive was withdrawn September 1967.

 

On 7 May 1965, a freight train was derailed at Preston-le-Skerne, County Durham. Locomotive No. D350 was hauling a newspaper train that ran into the derailed wagons and was itself derailed. Recovery of the locomotive was not until 16 May.

 

On 14 August 1966, locomotive No. D311 was hauling a passenger train which was derailed when it ran into a landslip at Sanquhar, Dumfriesshire.

 

On 6 August 1975, locomotive No. 40 189 was hauling a freight train which was unable to stop due to a lack of brake power. It was in collision with another freight train at Weaver Junction, Cheshire.

 

On 26 October 1975, an express passenger train failed at Lunan, Angus. Locomotive No. 40 111 was sent to its assistance but ran into the rear of the failed train at 25 miles per hour (40 km/h). One person was killed and eleven were injured.

 

In September 1978, locomotive No. 40 044 was hauling a freight train that ran away and was derailed by trap points at Chinley, Derbyshire.

 

D326 The Great Train Robbery 1963D326 (later 40 126) was the most famous Class 40, but for unfortunate reasons. The engine had an early chequered history, she was classed as a jinxed loco by some railwaymen, with some drivers being reluctant to drive it. In 1963 it was involved in the infamous "Great Train Robbery", a year later in August 1964 a secondman was electrocuted when washing the windows. Finally, in August 1965, it suffered total brake failure with a maintenance train at Birmingham New Street and hit the rear of a freight train, injuring the guard. It then settled down and had a normal life until it was scrapped in 1984.

 

40126 was withdrawn from service on the 15th February 1984. Upon withdrawal the locomotive was offered to the National Railway museum at York as an exhibit loco regarding it's past history, however the NRM declined and she was reduced to a pile of scrap metal at Doncaster Works with indecent haste, no doubt to stop any pillaging souvenir hunters. Other famous "40s" include 40 106, which was the last one to remain in BR green livery, and 40 009, the last 40 to still have vacuum brakes only.

 

Preservation

Seven locomotives and one cab end (40 088) have been preserved on heritage railways, including the first built, number D200, and the Departmental Locomotives, 97 406, 97 407, 97 408.

 

Information is Courtesy of the D200 Group

www.d200group.org

   

2939 works new Limiited stop service 105A via Aston Expressway and limites stop to Sutton Coldfield. The route started 15 November 1992 replacing Timesaver route 901A. In April 1994 it would be withdrawn and replaced by all stop service 105. In September 1995 the 105A would be re-instated via Aston Expressway but calling at all stops.

 

Location: BIrmingham Bull Street

March 1993

PB

A class 40 hauled, steam heated Liverpool-Newcastle express passes Dewsbury, before the centre through line was re-instated. 1976 at a guess.

800010 220723 Worcester F St GMalv-LP

 

About 15 years and a bit of railway history separates these two shots.

Somethings have changed, others have not. Even the weather appears the same.

Paddington-Worcester-Hereford services have always been a problem as they were never popular enough to attract full trains i.e. Loco and stock / HST and when class 165/166's were used these not big enough or luxourious enough for the Intercity experience such a service should be.

After the 180's were banished the HST's returned using the higher density sets.

With the replacement of the HST's in the late 2010's there are a number of 5 car IET's (800/802's) which now handle these services (in the main). Some 9 cars do appear as do a few 165's - still.

800010 heads up towards Foregate Street on 23rd July 2022 on a service from Great Malvern to Paddington

Not much else has changed except the two signals have gained theatre boxes for the Henwick headshunt which has been recently re-instated.

 

In Spring 2013, Stagecoach's South Wales fleet repainted Volvo B10M 20392 (R792 DHB) into 'white and stripes' heritage livery In recognition of her carrying the last Alexander PS body built and her being the last 'step entrance' bus delivered to the Stagecoach Group. This is the livery that she carried when new in 1998 to Cwmbran depot (as one of a batch of seven) with fleet number '792'. This was re-instated upon repaint but she reverted to '20392' later in the year. She also received a set of original dual purpose seats, in grey, red and orange moquette, and the engine from sister 20390 (R790 DHB), which is now withdrawn from service.

 

She had a busy year attending a number of events, and whilst she has semi heritage status, she still puts in regular appearances on Cwmbran depot's local bus operations.

 

It's always a pleasure to encounter her on local bus operations, which usually divide between Severnside Services 64, 74 & X74 (Newport-Underwood-Caldicot-Chepstow) or Services X3/33 (Abergavenny-Pontypool-Cwmbran-Cardiff), alongside MANs, Darts and Volvo coaches.

 

This January 2014 shot of her leaving Cwmbran for Cardiff demonstrates the latter.

Commentary.

 

Each year many owners of dwellings with impressive gardens,

open their doors to visitors.

Money given for the privilege is given to a variety of nominated charities.

Such a case applied to Holford Manor, near North Chailey in East Sussex,

towards the end of May, 2022.

Holford Manor donated their takings to a number of local charities supporting

people with severe disability, particularly children, in their educational setting.

Holford Manor used to be a farmstead.

Now, it is a privately owned house with splendid gardens, one pond and one lake.

Adjacent to the house is an Iris Nursery, nationally recognised for its wide variety of the plant.

Irises also feature in several borders in the garden.

Set nearly a mile from the main A.272 road, linking Haywards Heath and Newick.

Roses and Allium also feature in the colourful borders.

The trees are mature and impressive, ranging from Lebanon Cedar to Ash, Pine and Fir.

Copper Beech, ordinary Beech and Yew hedging has been used to separate different plots.

One area has been left as wild meadow containing, Buttercups, Poppies and Ox-Eye Daisies.

This is so important, so as to attract pollinating insects and keep the ecology diverse,

thus, re-instating the essential food-chains.

To the north-east of the house is a sizeable lake with two islands

and flocks of breeding Geese.

In future years, such a visit is well worthwhile for the charities,

the sustaining of Iris varieties and a diverse local ecology.

 

North Pier is the most northerly of the three coastal piers in Blackpool, England. Built in the 1860s, it is also the oldest and longest of the three. Although originally intended only

as a promenade, competition forced the pier to widen its attractions to include theatres and bars. Unlike Blackpool's other piers, which attracted the working classes with open air

dancing and amusements, North Pier catered for the "better-class" market, with orchestra concerts and respectable comedians. Until 2011, it was the only Blackpool pier that

consistently charged admission.

The pier is designated by English Heritage as a Grade II listed building, due to its status as the oldest surviving pier created by Eugenius Birch. As of 2012 it is still in regular use,

despite having suffered damage from fires, storms and collisions with boats. Its attractions include bars, a theatre, a carousel and an arcade. One of the oldest remaining Sooty

glove puppets is on display commemorating Harry Corbett buying the original puppet there.

North Pier was built at the seaward end of Talbot Road, where the town's first railway station, Blackpool North, was built. Its name reflects its location as the most northerly of

Blackpool's three piers. It is about 450 yards (410 m) north of Blackpool Tower, which is roughly the midpoint of Blackpool's promenade. The sea front is particularly straight and

flat on this stretch of coastline, and the 1,650 feet (500 m) pier extends at right angles into the Irish Sea, more or less level with the promenade.

History: The construction of Blackpool Pier (eventually North Pier) started in May 1862, in Layton-cum-Warbreck, part of the parish of Bispham. In October 1862 severe storms

suggested that the planned height of the pier was insufficient, and it was increased by 3 feet (0.91 m) North Pier was the second of fourteen piers designed by Eugenius Birch,

and since Margate Pier was destroyed by a storm in 1978, it is the oldest of the remaining examples of his work still in use. It was the first of Birch's piers to be built by Glasgow

engineering firm Richard Laidlaw and Son.

The pier, which cost £11,740 to build, originally consisted of a promenade 1,405 feet (428 m) long and 28 feet (8.5 m) wide, extending to 55 feet (17 m) wide at the pier-head. The

bulk of the pier was constructed from cast iron, with a wooden deck laid on top. The cast iron piles on which the structure rests were inserted using Birch's screw pile process; the

screw-tipped piles were twisted into the sand until they hit bedrock. This made construction much quicker and easier, and guaranteed that the pier had a solid foundation. The

cast iron columns, 12 inches (300 mm) in diameter, were filled with concrete for stability at intervals of 60 feet (18 m), and supported by struts that were on average were slightly

more than 1 inch (25 mm) thick.The pier's promenade deck is lined with wooden benches with ornamental cast iron backs. At intervals along the pier are hexagonal kiosks built

around 1900 in wood and glass with minaret roofs topped with decorative finials. On opening two of the kiosks were occupied by a bookstall and confectionery stall and the

kiosks near the ends of the pier were seated shelters. The pier-head is a combination of 420 tons of cast iron and 340 tons of wrought iron columns; standing 50 feet (15 m)

above the low water line, it sees a regular 35 feet (11 m) change in sea level due to the tide.

The pier was officially opened in a grand ceremony on 21 May 1863, even though the final 50 yards (46 m) had not yet been completed. All the shops in the area were closed

and decorated with flags and streamers for the ceremony, which included a procession and a cannon salute, and was attended by more than 20,000 visitors. Although the town

only had a population of approximately 4,000, more than 200,000 holiday makers regularly stayed there during the summer months; this included 275,000 admissions in 1863,

400,000 in 1864 and 465,000 the following year. The pier was officially opened by Major Preston, and he and 150 officials then travelled to the Clifton Hotel for a celebratory

meal.

The pier was intended primarily for leisure rather than seafaring; for the price of 2d (worth approximately £4.90 in 2012) the pier provided the opportunity for visitors to walk close

to the sea without distractions.This fee was insufficient to deter "trippers'", which led to Major Preston campaigning for a new pier to cater for the 'trippers'. In 1866, the

government agreed that a second pier could be built, despite objections from the Blackpool Pier Company that it was close to their pier and therefore unnecessary

As permitted by the original parliamentary order, a landing jetty was built at the end of North Pier in incremental stages between 1864 and 1867. The full length of the jetty was

474 feet (144 m), and the extensions increased the pier's total length to its current 1,650 feet (500 m). The Blackpool Pier Company used the jetty to operate pleasure steamers

that made trips to the surrounding areas. In 1871 swimming and diving lessons were added to the pier.

In 1874, the pier-head was extended to allow Richard Knill Freeman to incorporate a pavilion, which opened in 1877. The interior decoration led it to be known as the "Indian

Pavilion", and it was Blackpool's primary venue for indoor entertainment until the Winter Gardens opened in 1879.

To differentiate itself from the new pier, North Pier focused on catering for the "better classes", charging for entry and including attractions such as an orchestra and band

concerts, in contrast to the Central Pier (or the "People's pier"), which regularly had music playing and open-air dancing. The pier owners highlighted the difference, charging at

least a shilling (worth approximately £19.90 in 2012) for concerts and ensuring that advertisements for comedians focused on their lack of vulgarity. Sundays were given over to a

church parade.

On 8 October 1892, a storm-damaged vessel, Sirene, hit the southern side of the pier, causing four shops and part of the deck to collapse onto the beach below. Several columns

were also dislodged, and the ship's bowsprit hit the pier entrance. All eleven crew members were rescued when they were hauled onto the pier. Damage to the pier was

estimated to be £5,000 and was promptly repaired.

Nelson's former flagship, HMS Foudroyant, was moored alongside North Pier for an exhibition, but slipped anchor and was wrecked on the shore in a violent storm on 16 June

1897, damaging part of the jetty. The wreck of the ship broke up during December storms.

The pier was closed for the winter during 1895–6 as it unsafe; as a result, the pier was widened as electric lighting was added.

An Arcade Pavilion was added in 1903 at the entrance to the pier and contained a wide range of amusements to suit all tastes. Further alterations were made to the pier in 1932-

3 when the open air stand was replaced with a stage and sun lounge.

In 1936, a pleasure steamer returning from Llandudno crashed into the pier. The collision left a 10 feet (3.0 m) gap, and stranded a number of people at the far end.

The 1874 Indian Pavilion was severely damaged by fire in 1921. It was refurbished, but was then destroyed by a second fire in 1938. In 1939 it was replaced by a theatre, built in

an Art Deco style. At around the same time, the bandstand was removed and replaced with a sun lounge.

In the 1960s, the Merrie England bar and an amusement arcade were constructed at the end of the pier nearest to the shore. The 1939 theatre, which is still in use, narrowly

escaped damage in 1985 when the early stages of a fire were noticed by performer Vince Hill. In the 1980s, a Victorian-styled entrance was built. In 1991 the pier gained the

Carousel bar as an additional attraction, and a small tramway to ease access to the pier-head. By this point, the pier had ceased to have any nautical use, but the jetty section

was adapted for use as a helicopter pad in the late 1980s. Storms on 24 December 1997 destroyed the landing jetty, including the helipad.

The North Pier is one of the few remaining examples of Birch's classic pier architecture and is a Grade II Listed building, the only Blackpool pier to hold that status. It was

recognised as "Pier of the Year" in 2004 by the National Piers Society.

North Pier's attractions include a Gypsy palm reader and an ice cream parlour, the North Pier Theatre, a Victorian tea room, and the Carousel and Merrie England bars. The

arcade, built in the 1960s, has approximately eleven million coins pass through its machines each year.

One of the earliest Sooty bear puppets used by Harry Corbett is on display on the pier. Corbett bought the original Sooty puppet on North Pier for his son, Matthew. When Corbett

took the puppet on BBC's Talent Night programme, he marked the nose and ears with soot so that they would show up on the black and white television, giving the puppet its

name.

The Carousel bar on the pier-head has a Victorian wrought iron canopy, and its outdoor sun-lounge is classified as the largest beer garden in Blackpool. Next to the bar is a two

tier carousel, the "Venetian Carousel", which is protected from sand and spray by a glass wall.

After the fire in 1938, the pavilion was replaced with a 1,564 seat theatre which has since hosted a number of acts including; Frankie Vaughan, Frank Randle, Tessie O'Shea,

Dave Morris, Bernard Delfont, Morecambe and Wise, Paul Daniels, Freddie Starr, Russ Abbott, Bruce Forsyth, Des O'Connor, Joe Longthorne, Lily Savage, Brian Conley and

Hale and Pace.

In 2002 a heritage room with photographs was opened up, the foyer entrance was refurbished and a disabled lift added. By 2005, there was no longer a live organist playing in

the sun lounge although other live entertainment continues. In 2013, the live organist was brought back into the sun lounge.

The pier was built and owned by the Blackpool Pier Company, created with three thousand £5-shares in 1861 (worth approximately £2,990 in 2012). The same firm operated the

pier in 1953, and the company was incorporated in 1965. The Resorts Division of First Leisure, including the pier, was sold to Leisure Parks for £74 million in 1998. In 2009, the

pier was sold to the Six Piers group, which owns Blackpool's other two piers, and hoped to use it as a more tranquil alternative to them. The new owners opened the Victorianthemed

tea room, and built an eight-seat shuttle running the length of the pier.

In April 2011, the pier was sold to a Blackpool family firm, Sedgwick's, the owners of amusement arcades and the big wheel on Blackpool's Central Pier. Peter Sedgwick

explained that he proposed to his wife on North Pier forty years ago, and promised to buy it for her one day. He said that he wants to restore the Victorian heritage of the pier and

re-instate the pier's tram. An admission charge of fifty pence to access the board-walk section of the pier was abolished by the Sedgewicks.

A petition to wind up the Northern Victorian Pier Limited (the company used by the Sedgwick family to manage Blackpool North Pier) was presented on 17 September 2012 by

Carlsberg UK Limited, a creditor of the Company, and this was to be heard at Blackpool County Court on 15 November 2012.

At the 11th hour, an agreement to pay the outstanding balance owed to Carlsberg was made and Peter Sedgwick's company escaped liquidation.

[Wikipedia]

Standing in the yard at Buckfastleigh, South Devon Railway on the 23rd July 2003 is Class 20, D8110.

 

Locomotive History

D8110 was built by English Electric at the Robert Stephenson and Hawthorn Works, Darlington and entered traffic in January 1962, allocated to Eastfield MPD for Forth-Clyde area and Fife coalfield duties. Re-numbered 20110 under the 1973 TOPS renumbering scheme it spent most of 1981 and 1982 in store when a large number of the vacuum braked class 20 fleet were stored due to the reduction in coal traffic from pit closures and the continued introduction of air braked MGR coal wagons. 20110 was re-instated in December 1982 following air brake fitment to enable it to operate MGR coal duties. It migrated south to England in September 1986 when transferred to Tinsley and would have spells at Immingham and finally Toton from where it was withdrawn in September 1990.

 

Houghton Mill, near St Ives in Cambridgeshire, is the only working watermill left on the Great Ouse. The present building probably dates from the 18th century and was substantially altered and extended in the 19th century.

 

In its mid-19th century heyday, the mill ran 10 pairs of stones, powered by three separate waterwheels. Much of the internal machinery remains intact although the wheels were removed in the 1930s when the mill stopped production. Today, corn is ground by a pair of millstones powered by the north waterwheel which was re-instated in 1999.

 

Houghton Mill is owned by the National Trust.

 

HSS STENA EXPLORER arriving at Dún Laoghaire on a sailing from Holyhead on June 23, 2007.

 

Click here for more photographs of HSS STENA EXPLORER: www.jhluxton.com/Shipping/Shipping-Companies-Short-Sea-Fe...

 

HSS STENA EXPLORER (later ONE WORLD KARADENIZ and currently KARADENIZ LIFESHIP) operated on Stena Line's Holyhead–Dún Laoghaire service between Wales and Ireland until 2014.

 

In 2015 the ship was was sold to Karadeniz Holding to be used as a floating office, research space and alternative power generator in Karmarine shipyard in Yalova near Istanbul, Turkey,

 

Stena Explorer was constructed by Finnyards in Rauma, Finland, at a cost £65 million. Construction commenced in June 1994 and was completed in February 1996, before entering service in April 1996.

 

The vessel is a catamaran, and was designed with the aim of providing a comfortable and fast service. The sailing time between Holyhead and Dún Laoghaire was 99 minutes.

 

Power is provided by four GE Aviation gas turbines driving four KaMeWa waterjets for propulsion.

 

The HSS class of ferries were designed to allow quick turnarounds at port. A specially designed linkspan provides ropeless mooring and allows quick loading, unloading and servicing. Vehicles are loaded via two of the four stern doors and park in a "U" configuration. When disembarking, vehicles drive straight off via the other two doors.

HSS STENA EXPLORER spent the majority of her career sailing on her original route between Holyhead and Dún Laoghaire.

 

Due to increasing world price of oil the Stena HSS had her crossing time extended to around 119 minutes in a bid to trim her fuel bill. Over the years, the Stena HSS' timetable has gradually been reduced from an initial five round-trips a day, down to just one round-trip a day.

 

Stena Line replaced the vessel with STENA LYNX III, which ran twice daily from 15 March 2010 to the end of 2010 apart from May to September, when Stena Explorer operated the route once daily to relieve the Stena Lynx so she could run on the Fishguard – Rosslare route.

 

On 26 May 2010, Stena Line re-instated HSS STENA EXPLORER back on the Holyhead – Dún Laoghaire route one month earlier than planned.

 

On 14 September 2010, HSS STENA EXPLORER left the Holyhead – Dún Laoghaire route with her last 2010 sailing being the 13:15 departure from Dún Laoghaire. Stena Lynx III operated the route until Sunday 9 January 2011. STENA EXPLORER returned on 1 April 2011 and will operate the route until 13 September 2011 on a one sailing a day basis.

 

Between 9–22 June 2011, HSS STENA EXPLORER operated two round trips a day, due STENA ADVENTURER, which operated on Stena Lines' Holyhead – Dublin service receiving her annual refit.

 

On 4 February 2015, Stena Line announced that the HSS service to Dún Laoghaire was to be withdrawn and not restarted for 2015 with HSS STENA EXPLORER being withdrawn from service.

 

All services from Holyhead would be concentrated on Dublin Port, served by both Stena Line and Irish Ferries.

 

On 1 November 2015, she departed on tow from Holyhead and arrived in Turkey on 17 November.

 

Renamed ONE WORLD KARADENIZ she was in Karmarine shipyard in Yalova, near Istanbul, Turkey.

 

The owner, Karadeniz Holding, had converted it into an "earthquake-resistant" floating office, research space and alternative power generator for the community of Istanbul. It is part of Karadeniz' Powerships project.

 

In 2024 renamed KARADDENIZ LIFESHIP the vessel has been providing refuge for those made homeless in the 2023 Turkish earthquake.

Looking through the shoe box of negatives of the colour print films taken of my family over the last thirty years I realised that there were also five strips of 126 instamatic black and white negatives. To my surprise these turned out to be railway shots which I can not remember taking or ever having had any prints from. I have been able to work out that most of the 126 negatives date from my week long 1973 Western Region Railrover holiday in July 1973 and here is Brush prototype locomotive 1200 drifting through Newport with a mixed freight, 6th July 1973.

 

Locomotive History

In 1959 the design for a new lightweight diesel-electric Type 4 locomotive prototype was commenced by Brush, Loughborough to meet a British Railways' requirement for second generation diesel locomotives. At that time no single diesel engine was powerful enough and light enough to meet the specification therefore the locomotive used twin Maybach MD655 engines as used in the class 52 Western diesel-hydraulic locomotives. These drove Brush electrical generators and traction motors. The locomotive, in a livery of lime green and chestnut brown and numbered D0280 after its Brush project number 280, emerged in September 1961. Initial testing took place based at Finsbury Park, following spells on the London Midland Region and Western Region. Returning to Brush in March 1962, it received cast Falcon nameplates during an overhaul and upgrade lasting over a year. Returning to British Railways in 1963, Falcon spent six months working from Darnall MPD, Sheffield, on passenger and freight duties, after which testing was complete. Another year out of service followed, after which the locomotive returned to traffic now in two-tone green with half yellow ends. There was, now, no chance of Falcon being the forerunner of a line of production locomotives. Advances in diesel engine technology had made it obsolete with the development of larger and reasonably lightweight single diesel engines and Brush used one of these in what turned out to be the successful contender for the specification, the class 47. From 1965 onwards the locomotive, still owned by Brush, was under contract with British Railways so that operation and repair would be handled by them, with major repairs being dealt with by Brush. With its twin Maybach MD655 engines it was used alongside the class 52 Western fleet, allocated to Bristol. In 1970, British Rail approached Brush with a proposal to buy the locomotive for its scrap value; this was accepted and the locomotive underwent an overhaul at Swindon works, emerging in corporate blue with full yellow ends, bearing the new number 1200 and air braked only. With the steady move to electric train heating it transferred to freight duties allocated to Newport Ebbw Junction in May 1973. In May 1974 the locomotive was withdrawn but was re-instated four weeks later however after another year in traffic it was stored in June 1975 and in October 1975 was finally deemed uneconomic to operate due to its non-standard status and was withdrawn. 1200 was broken up in May 1976 at Cashmores, Newport.

 

Re-edited 16th October 2016

 

Kodak Instamatic

 

With the up line now re-instated work continues on the new crossover and down line

Having been w/d the previous year 411 was re-instated 11/90 losing her CityBus titles for Shoppa Hoppa ones for the Christmas Shoppa-Hoppa Service between City Centre and Ocean Village shopping complex.

She was w/d in 1/91 and sold to Southend Transport as 116, w/d 12/93 and sold into preservation

 

Over the Easter period in 1974 two friends and myself visited three different centres in the former West Germany. The first 'port of call' was the Black Forest area where, for me, at least, the attraction were the last remaining 038's in DB service. Before we set off there were thought to be three left working, 038 382-8, 038 711-8 and 038 772-0. In the event when we reached Rottweil it was clear that 038 711-8 had succumbed and was dumped (apparently it was withdrawn the previous February). It was laid up in the company of 052 733-3. I believe that it was re-instated for a farewell special shortly after our visit but then withdrawn again. Thankfully it survives but, I think, only as a static monument.

Guy Wulfrunian 6LX - Roe H75F

 

New to West Riding Automobile Company ( 970 ) during October-1963 . Acquired by this Operator during April-1970 Withdrawn during April-1971 . Then re-instated during April-1972 .

 

Spittalfield garage , Scotland .

 

September-1973.

Peak time service Limited Stop 19S Works it`s way through the traffic in Birmingham. The 19S was sadley cut from in Febuary 1998 with Birmingham Central creating new routes 9/19/109/139 Using Brand new Volvo B10L`s 1443-1467 replacing 19S & 136/137.

1221 lives on today abroad in Malta.

 

LIFE OF BUS 1221

 

New to Quinton Garage February 1990

Transferred to West Bromwich 14/06/1997 (Upon Quinton Closure)

Transferred to Pensnett July 2000

Withdrawn May 2002

Refurbished and Re-instated to Yardley Wood by August 2002

Withdrawn May 2005

Sold to Malta Bus by February 2007

Re-registered FBY 703

  

Location: Birmingham, Snow Hill Queensway

May 1995

QN

MBS481 on rte "418 Kingston - Bookham Stn." loaned from L.T. 10/74 allocated to Leatherhead garage returned 3/75 re-instated for L.T. service, w/d 12/75 sold to Wombwell 1/77 later exported to Mauritius.

47500 Great Western heads south west at Lansdown with an express made up of Mark I coaching stock, 24th March 1979.

 

Locomotive History

Originally D1943 it was built by Brush at Loughborough and entered traffic in in June 1966 It was renumbered 47500 in March 1974 and named Great Western during February 1979, which it carried until September 1991. At this time it was the Western Region's designated 'Royal' locomotive and consequently, usually turned out in immaculate condition. In 1985 47500 was an obvious choice to be one of the class 47's (with 47079, 47484, 47628, plus Class 50 50007) to be specially treated for the GWR 150th anniversary celebrations. It was renumbered 47770 and named Reserved in May 1994 when fitted with remote control equipment for use with parcel train driving trailers (PCV’s).. Withdrawn from traffic in February 2004 it was bought for preservation in March 2007 and moved to Tyesley. In December 2009 it moved to Carnforth and overhauled by WCRC for main line operation. It was re-instated to traffic in July 2010 and renumbered 47500.

 

Withdrawn in January 2013 and broken up in on site at Carnforth in October 2019

 

Praktica LTL, Ektachrome 200

212 370 hauls its short engineers train from the work site at Kalk yard having completed ballast removal at a re-laying site captured by Paul. The Class 212 locos were virtually eradicated under DB with only 14, of this once numerous class, still in service with DB. Under the open access arrangement many new operators saw them as ideal for their operations with around 56 being re-instated. 370, of 1965 vintage, is owned and operated by EFW a company, described as, being formed by rail fans who have restored the majority of ex-DB locos into old DB liveries.

Starting life as a standard 64-seat Routesmaster, RM281 was lengthened by a full bay and open-topped becoming ERM281. After sale to Mac Tours, which then became part of the Lothian group, ERM281 was re-powered and had a folding rear platform door fitted. Once the Mac operation was wound up, ERM281 was re-roofed using parts from RMs that had languished many a year in the Yorkshire breakers yards, re-appearing as RM281 again in full London garb and with blind boxes all re-instated. The pre-1999 LRT Lothian logo in the destination box above the door is an odd detail.

horseman SW612 45mm Lens. film used Acros 100 developed 14" by Pyro instate of Massive suggestion 17"

thanks for viewing.

I was a child of the 90s, but I still grew up with 1970s Barbie. Over the years I began to acquire a collection of playsets, fashions, and dolls from the 70s. But ultimately, my passion for Barbies of the 70s was sparked by one beauty. While "treasure hunting" at the flea market sometime in 2003, I spotted a very old, hot pink box with the "fancy" Barbie logo. Inside the box was the original SuperStar Barbie. I had no idea how old she was, but when I looked at the date, I was shocked to see that Barbie was twenty seven years old, more that twice my age. My heart went out to her--I felt like she had been in prison for nearly 30 years.

 

For the next week I went on and on to my dad and sister about SuperStar Barbie. I thought she was magnificently beautiful--I loved how she resembled her cartoon so closely. I also fancied her hot pink dress...I thought it would look incredible on my Sparkling Jasmine. The next weekend Dad took me to the flea market and bought me SuperStar Barbie, who I dubbed "Shayla." Within minutes of being in the car I freed Shayla from her "27 year prison cell." For some reason, I attempted to undress her (perhaps because I wanted to try it on Jasmine who was with me at the time). I came across the horrifying realization that Shayla's dress was fused to her body. Dad, using a pocket knife, surgically separated Shay from her dress while I held my breath in anticipation. Somehow, Dad managed to removed the dress with no damage to it. Shayla had only a few clumps of fabric stuck to her torso, but was otherwise alright. Shayla is the number one reason I forever swore off keeping dolls boxed.

 

Not long after, I stumbled upon an eBay listing for Ballerina Barbie and Cara. I fell in love with Cara--she was a vision of true beauty. Poor Barbie never stood a chance. I begged and pleaded with Dad to buy me the two. When that didn't work, I cried. So Dad bought me the pair even though he had instated a "no more eBay" policy at our house. The night they arrived, my sister and I took them to our camping trailer where we frequently had sleep overs (even though the trailer was parked in our front yard). Within seconds of me opening the shipping box, Cara's two arms fell cleanly off. It's a good thing that she was eventually repaired...even though it took nearly ten years!

 

My sister and I always had luck finding playsets from the 1970s. One of my favorite pieces in my entire collection is the 1973 Beach Bus. The day we bought it, we also got several 80s and 90s patio/beach playsets (I specifically recall that we got two grills). Ever since, Colleen and I always played with the Beach Bus, as well as the other sets (namely the grills). I became madly obsessed with the Malibu dolls that were advertised on the box. I was thrilled when I found a reproduction Malibu Barbie at K.B. Toys sometime later. Then one day, Dad bought me two tattered Barbie cases filled with 80s Barbie dolls at the Salvation Army. Inside one of the cases were TWO Malibu Barbie dolls, who I named Aubrey and Ali. They were technically named when my sister and I secretly played with dolls one time when I was eighteen. Even though I had two "authentic" Malibu Barbie dolls to use in the Beach bus, I still insisted on using it for my "modern" dolls like Jasmine, Mary-Kate and Ashley, my Bratz, and my other favorites. Malibu Barbie is perhaps my favorite Barbie doll ever made. At this time, I have six Malibu Barbie dolls--each I have found a creative excuse for buying. For example, I have used "I need that outfit," "she's only fifty cents," and "the poor girl will rot here," as excuses. I'll be honest, I'm still tempted to buy more every time I cross paths with a Malibu Barbie at the flea market. I always feel a pang of regret when I pass one up.

 

Even though 1970s Barbie dolls existed twenty years before I did, they are still a beloved part of my childhood, just as newer Barbie dolls, Bratz, and Disney dolls are. As an adult, some of my earliest finds when I began collecting again were from this decade. I love and cherish every doll, playset, and fashion that I have been lucky enough to incorporate into my collection. I still find 70s Barbie dolls just as magical and exciting as I did the day Dad bought me my Shayla doll. For me, it was SuperStar Barbie, Malibu Barbie, and the Beach Bus who made me fall in love with the 70s...and they are also the reason I became enamored with the American Girl doll Julie Albright!

46007 at Bristol Temple Meads on the evening of 23 September 1980, hooking on to work probably the 1B60 21:30 Bristol TM to Plymouth 1B60. Built at Derby works, it entered service as D144 in December 1961 and allocated to Derby depot. After use mainly on the Midland Railway lines it was one of a number of class 46s reallocated to Bristol in 1971 as replacements for the diesel-hydraulics being withdrawn. 46007 was one of over thirty class 46s placed into store in Autumn 1980, just after I took this transparency. It was officially withdrawn in December 1980 , but an increased in demand for Type 4 locomotives found BR reinstating stored locos at Swindon. 46007 was one of eleven class 46 locomotives re-instated to traffic, leaving Swindon works for Bristol in December 1981. 46007 did not last long after reinstatement, being withdrawn again in February 1982. It eventually eventually found its way back to Swindon works and was broken up there in June 1985.

 

Copyright Gordon Edgar - No unauthorised use

09/08/2018. Having won the Park and Ride contract for this years National Eisteddfod, Stagecoach chose to use their Cummins Enviro 300's on the routes. As a result, a number of older Dart's were re-instated as cover.

 

Illustrating this is CN53 HXB. A Transbus Dart SLF/Pointer 2, she spent many years working the 132 between Maerdy and Cardiff before the service joined the 'Gold' network in 2016. She was photographed here in the Welsh capital engaged on a working of route 122 to Tonypandy via Talbot Green.

In December 1994 Hockley & Walsall Exchanged there Timesaver Livered vechiles with Perry Barr for NON Timesaver Livered vechile`s.

 

2951 EX-Hockley works for PB now in this Livery. 2941/2950 /2951 were the last Timesaver livery In March 1995.

 

LIFE OF BUS 2951

 

New to Dudley Garage November 1986

Transferred to Walsall October 1988

Transferred to Hockley May 1994

Transferred to Perry Barr December 1994

Transferred to Walsall October 2000

Withdrawn May 2004

Rebuilt as a training vehicle & Transferred to Travel London training fleet August 2004

Withdrawn August 2007

Re-instated to TWM Traning Fleet

Withdrawn January 2011

Re-instated to TWM Tranning Fleet August 2011

 

Location; Sutton Coldfield. Lower Parade

March 1995

PB

1210 shunts to the turntable at Queanbeyen on 27th September 2003.

1210 was built by Beyer Peacock on 1878. It was withdrawn from service on 3 occasions but re-instated on the first 2. Finally withdrawn in 1962 it was displayed near Canberra station due to hauling the first train into the national capital. Later returned to service it is currently being prepared for static display at Canberra Railway Museum.

Delivered to Virgin Blue 29 Sep 10. WFU 23 Sep 19. Transferred to TigerAir 4 Oct 19. Stored MEL 24 Mar 20. Re-instated to Virgin Australia 11 Nov 2020. TigerAir ceased operations in 2020.

Photo: 12 Oct 19.

Bryn Celli Ddu is generally considered to be one of the finest passage tombs in Wales. Unlike many stone chambered tombs, this not only has a complete passage and burial chamber, but is also buried under a mound or cairn, although this was re-instated following its excavation in 1929. As it now stands, the passage is 8.4 m (28 ft) long, the first 3.4 m (11 ft) being unroofed with a pair of portal stones. The main passage runs between vertical slab rocked walls roofed by a series of stone lintels.

This was taken by the late Mick Warrell. It isn't quite sharp, but it's the only colour picture that I have ever seen taken at Orwell, which was the station between Trimley and Derby Road. It closed in June 1959, apparently to enable the newly introduced DMUs to complete a round trip on the branch inside one hour. That suggests that the photo was taken c June 1959.

 

I've captioned this as 'a service to Ipswich' but I am wondering if this is correct. The buildings are still standing, and the main station building is on the up platform. Can anyone clarify which way this is going?

 

Knowing the location of the station (I cycled past it today), I doubt it was ever a very busy passenger station anyway, but there is talk once again of re-instating a passing loop here so that Network Rail can get even more freight in and out of the Port of Felixstowe. If they make the loop long enough it might even connect up with the junction at Trimley.....

44211 entered service Sept 1971 for NSW Government Railways.

Originally withdrawn in 1994. Re-instated (one of six) due to loco shortage in late 1995. Final withdrawal Mar 1998.

44211 now a Heritage unit in the hands of NSW TRANSPORT MUSEUM and since repainted into original 'Tuscan' livery.

Just after 14.00 came this pair on 4M25, 06.06 Mossend - DIRFT.

 

The loading was greatly improved on last week's poor effort, but the external condition of the locos leaves something to be desired.

 

I wonder if DBS have any vinyls left to re-instate the numbers!

Ref. FK12.

Tyrrell P34/2 F1 (1976-1977).

Escala 1/32.

Polistil.

Made in Italy.

Año 1977. (?)

 

"One area where Polistil probably did better than any of the competition was in racing vehicles of various scales, mainly covering Formula 1, and at reasonable retail prices.

The F and FK series were in 1:32 scale and first introduced in 1970 and ran until about 1980, changing wheel designs as the years passed."

 

Source: en.wikipedia.org/wiki/Polistil

 

More info:

it.wikipedia.org/wiki/Lista_dei_prodotti_della_Polistil

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Tyrrell P34

 

From Wikipedia, the free encyclopedia

 

"The Tyrrell P34 (Project 34), commonly known as the "six-wheeler", was a Formula One race car designed by Derek Gardner, Tyrrell's chief designer.

 

An unusual and innovative design, the car used four specially manufactured 10-inch-diameter (254 mm) wheels and tyres at the front, with two ordinary-sized wheels at the back.

The six-wheel design reduced the drag which would have been caused by two larger front wheels, increased the total contact patch of the front tyres and created a greater swept area for the brake discs."

 

(...)"the six-wheeled Tyrrell was one of the two most radical entries ever to succeed in Formula One (F1) competition, and has specifically been called the most recognizable design in the history of world motorsports.

 

It first ran in the Spanish GP in 1976, and proved to be very competitive."(...)

 

Tyrrell P34

 

Category

Formula One

 

Constructor

Tyrrell Racing Organisation

 

Designer(s)

Derek Gardner

 

Predecessor

007

Successor

008

 

Technical specifications

 

Chassis

Aluminium monocoque

 

Suspension (front)

Double wishbone, coil springs over dampers, anti-roll bar

Suspension (rear)

Double wishbone, radius arms, coil springs over dampers, anti-roll bar

 

Axle track

Front: 1,234 mm (48.6 in)

Rear: 1,473 mm (58.0 in)

 

Wheelbase

2,453 mm (96.6 in)

 

Engine

Ford-Cosworth DFV, 2,993 cc (182.6 cu in), 90° V8, NA, mid-engine, longitudinally mounted

 

Transmission

Hewland FG400

1976: 5-speed

1977: 6-speed

Sequential manual transmission, ZF differential

 

Weight

1976: 595 kg (1,312 lb)

1977: 620 kg (1,370 lb)

 

Fuel

Elf

 

Tyres

Goodyear

 

Competition history

 

Notable entrants

Elf Team Tyrrell

 

Notable drivers

South Africa -Jody Scheckter

France - Patrick Depailler

Sweden - Ronnie Peterson

 

Debut

1976 Spanish Grand Prix

 

Races......Wins.........Poles.......F.Laps

. 30 ............ 1 ............... 1 .............. 3 .

 

Source: en.wikipedia.org/wiki/Tyrrell_P34

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1976 Spanish Grand Prix

 

From Wikipedia, the free encyclopedia

 

"The 1976 Spanish Grand Prix (formally the XXII Gran Premio de España) was a Formula One motor race held at the Circuito del Jarama in Madrid, Spain on 2 May 1976. The race was the fourth round of the 1976 Formula One season. The race was the 22nd Spanish Grand Prix and the sixth to be held at Jarama. The race was held over 75 laps of the 3.404-kilometre circuit for a total race distance of 255 kilometres.

 

Initially the declared winner was Austrian Ferrari driver Niki Lauda driving a Ferrari 312T2 extending his Drivers' Championship lead to 23 points after first across the line James Hunt had his McLaren M23 disqualified in post-race scrutineering. Swedish driver Gunnar Nilsson took his Lotus 77 to second place with Carlos Reutemann finishing third in his Brabham BT44B.

 

McLaren appealed the disqualification and in July the appeal was upheld and Hunt re-instated as winner of the Spanish Grand Prix."

 

Tyrrell-Ford results in ´76 Spanish Grand Prix:

 

- Tyrrell-Ford #3

Jody Scheckter ...........Retired (53 laps)- Engine

 

- Tyrrell-Ford #4

Patrick Depailler ......... Retired (25 laps) - Accident

 

Source: en.wikipedia.org/wiki/1976_Spanish_Grand_Prix

 

2878 has a day on the 87. At the time the 87 gennerally saw 2 metrobuses daily until new Gemini 4700-4717 arrived.

A very smart 2878 recentley repainted. After this photo was taken 2878 did not recieve anymore allover adverts previously carrying 4.

 

LIFE OF BUS 2878

 

New to Coventry, Harnall Lane East Garage June 1985

Transferred to Coventry, Wheatley Street 25.10.1986

Upon Harnell Lane Closure

To Westlink by 1994

Re-instated to Perry Barr October 1995

Transferred to Hockley March 1998

Transferred to West Bromwich January 2004

Withdrawn February 2009

Scraped July 2009

  

Location: Birmingham, Corpation Street

September 2004

WB

The Grade II Listed Loughborough Central Station the current end of the line of the heritage Old Great Central Railway (GCR). In Loughborough, Leicestershire.

 

The origins of the old GCR may be traced back to the earliest days of railways in and around Manchester. What was to become identifiable as the Great Central Railway was the amalgamation in 1847 of the Sheffield, Ashton under Lyme & Manchester, the Sheffield & Lincolnshire Junction, the Great Grimsby & Sheffield Junction Railways, and the Grimsby Dock Company. The principal reason for existence was the movement of coal and other goods across the harsh Pennine moorland.

 

A bill was put before Parliament in 1891 for the line from Annesley through Nottingham, where the great Nottingham Victoria station was built with the Great Northern Railway, Leicester, Rugby and to an end on junction with the Metropolitan at Quainton Road. Construction of the line started in 1894 and was opened to coal traffic in 1898 and to passengers a year later.

 

The nationalisation of the railways in 1948 led to the Great Central metals becoming part of the Eastern Region of British Railways. In 1958 the ex-Great Central was re-allocated to the Midland Region of British Railways and so were sown the seeds of its decline as a main line to London.

 

Country stations such as those at Belgrave & Birstall, Rothley and Quorn & Woodhouse were closed in 1963. In 1966 the line closed as a though route to London and the line was severed just south of Rugby while the proud station at Nottingham Victoria was demolished. Until 1969, when the line was finally closed, a DMU service ran from Rugby to Nottingham Arkwright Street.

 

A group of enthusiasts was determined to keep the line alive for the running of main line engines. The Main Line Preservation Group was formed to begin the mammoth task of preservation and restoration. Fund raising was always a problem so in 1971 the Main Line Steam Trust was formed and registered as a charity to raise funds through covenants.

 

Since then, the volunteers and staff have re-instated a double track section from Loughborough Central to Rothley and opened a single track to Leicester North, just south of the old Belgrave & Birstall station (and built a new station there) and have restored stations, signals and signal boxes, carriages, wagons and steam and diesel locomotives.

 

Information Source

www.gcrailway.co.uk/brief-history/

 

Another day spent touring the island by bus brought me back to Galdar. Some of the oldest Global vehicles left in service seem to be holed up there and this was a case in point. 1444 is a Castrosua bodied Mercedes Benz OC500, new in 2005. It later made it to Las Palmas on the recently re-instated direct service 100. (d22-2229f)

BR 0-6-0 diesel mechanical shunter No. D2120 between duties at Swansea East Dock on 11th July 1970. New from Swindon Works in October 1959 and first allocated to Danygraig MPD (87C), the loco became Class 03 No. 03120 under TOPS. It was withdrawn in July 1985 but re-instated during November of that year. Final withdrawal came during February 1986 but the loco survives in preservation at the Fawley Hill Railway in Buckinghamshire.

The Kaapse Klopse (or simply Klopse) is a minstrel festival that takes place annually on 2 January and it is also referred to as Tweede Nuwe jaar (Second New Year), in Cape Town, South Africa. As many as 13,000 minstrels take to the streets garbed in bright colours, either carrying colourful umbrellas or playing an array of musical instruments. The minstrels are self organised into klopse ("clubs" in Kaapse Afrikaans, but more accurately translated as troupes in English). Participants are typically from Afrikaans-speaking working class Cape coloured families who have preserved the custom since the mid-19th century.

 

People consider the festival a rite of renewal that has been shaped by the Cape’s history. The events that are associated with Klopse in the festive season include competitions for the Christmas Choirs, Cape Malay Choirs and Cape minstrel choirs.

 

On the eve of 1 January, people will gather in the Bo-Kaap (Malay Quarter in Signal Hill) to await the Tweede Nuwe Jaar (2 January) with the songs of Malay choirs and ghoema drums ushering in the dawn of a New Year. During the 19th century, the New Year was celebrated by the Dutch and was considered to be the biggest annual feast. Slaves would get a day off on 2 January and were allowed to celebrate in their own manner. Slavery was officially abolished in the Cape on 1 December 1834. The Tweede Nuwe Jaar became a celebration that united the "creole culture" in Cape Town. It is estimated that the first carnival troupe was organised in 1887.

 

Modern Cape Coon tradition was influenced by the visit to the Cape by American minstrels. Old Cape minstrels, such as "The Ethiopians", had their own collection of Dutch and American songs. These minstrels used to parade the streets of Cape Town and serenade the locals with their songs. An etching by Heinrich Egersdorfer in 1884 depicted those regular marches by the local chapter of the Salvation Army, which included many of the locals, could have contributed to the style of the marching that the Klopse displays today. In 1862, the then internationally renowned Christy's Minstrels visited the Cape from the USA and in 1890 Orpheus McAdoo's Virginia Jubilee Singers performed in Cape Town. The Christy’s Minstrels were caucasian men and women who had blackened their faces with burnt cork to impersonate the African American slaves. Between July 1890 and June 1898 they staged many minstrel shows in Cape Town and it is believed that this contributed to the birth of the Cape Minstrels and the Coon Carnival. The visitors’ influence on the Coon Carnival included the tradition of painting their faces black and whited out their eyes to look like "racoons". In the 1900s, the celebrations took place at various locations. In 1907 Green Point Cricket Club organized the first formal Carnival and moved it to the Green Point Track which later became a tradition. The events continued in 1908 and 1909, but discontinued thereafter until 26 January 1920, when the leader of the African People Organization, Dr A Abdurahman, re-instated the "Grand Carnival on Green Point Track". In 1921, the Cape Town Cricket Club held a rival carnival in Newlands and this was the start of Coon competitions in various venues and by various organizing boards. New Year Carnivals of the 1920s and 1930s brought Coons, Privates, Brass Bands, Choirs and Malay Choirs together

Walking around Niagara Falls Ontario Canada.

A milk box! I don`t see too many of those anymore.

For those who don`t know, milk used to be delivered door to door by the... wait for it... `milkman`. The milk, sometime jiuce , was left in the milk box which also has a door on the inside so you didn`t have to go out in the winter to get the milk.

 

It`s an idea that could be re instated in newer houses. Make them a bit bigger & call the amazon boxes, or just delivery boxes.

 

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1312 seen operating route 65. At then time of this photographs service 65 was generally operated by Leyland Lynx`s. 1312 a long serving Hockley bus looks very smart with Silver wheels and one of the last leyland Lynxs in Service 2009.

 

LIFE OF BUS 1312

 

New to Hockley Garage June 1990

Withdrawn 16/01/2000

Refurbised 2001

Repainted into Travel Merry Hill Livery but never used

Re-instated to Lea Hall May 2002

Withdrawn July 2005

Re-instated to Walsall June 2007

Withdrawn January 2009

Sold to Walton Coach Sales February 2009

  

Location: Birmingham, Corporation Street

May 1992

HY