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Currie Street - Stop D1. Many people get confused by the bus timetables. This was the start of the day! Silver Efex Pro: Agfa APX Pro 100 and yellow filter
There has been some discussion on an online forum of late of 'work's services. This Strathclyde Transport timetable from April 1985 is for a services from a number of Glasgow suburbs to South Street in Scotstoun.
Also found these in one of the boxes from my Parents home along with quite a few Crosville timetables from the early 70's and the odd one or two from other NBC companies.
Merknader til togtidstabell på Jessheim stasjon.
Notes from a train timetable at Jessheim station.
See also the timetable to the left of this.
The former Salvation Army Halt railway station on the former Hatfield and St Albans Railway, in St Albans, Hertfordshire.
It was initially a private non-timetabled halt for the staff of Messrs Sander & Sons which had established an orchid-growing business in the Camp district of St Albans. A private siding (known as Sander's Sidings) also led directly to the firm's greenhouses, enabling the swift dispatch of orchids to the market. The halt was also used by Salvation Army personnel working at the Army's printing works on Campfield Road, and it was from this that the halt obtained its name.
Today the station and former railway line lies on Alban Way, part of the National Cycle Network Route 61, which runs from the River Thames at Maidenhead to the River Lea in Ware. The Alban Way is fully tarmacked throughout making it usable all year round. It can be linked to a separate section of Route 61, also along a disused railway route, runs from Welwyn Garden City to Hertford and is called the Cole Green Way.
Information Sources:
en.wikipedia.org/wiki/Alban_Way
Beverley Railway Station, East Yorkshire.
Looking South.
Signal Box, 1911.
For the North Eastern Railway.
Grade ll listed for having group value with the Grade ll listed station buildings.
Beverley Railway Station, 1846.
By George Townsend Andrews (1804-1855).
For the York & North Midland Railway.
Grade ll listed.
Beverley Railway Station
Beverley railway station serves the town of Beverley in the East Riding of Yorkshire, England. It is located on the Hull to Scarborough Line and is operated by Northern who provide most passenger services from the station.
History and description
Beverley station was opened in October 1846 by the York and North Midland Railway leased Bridlington branch of the Hull and Selby Railway. The original station was designed by G.T. Andrews.
Beverley gained junction status nineteen years later in 1865 when the North Eastern Railway completed the Market Weighton to Beverley section of the York to Beverley Line.
The station was also planned to be the junction for the North Holderness Light Railway. This intended railway was given an Act in Parliament for 'transferring to the company the North Holderness Light Railway Company; and for other purposes, North Eastern Railway Bill [Lords].' The act was passed on 8 June 1899, but the NER never built the line.
The York to Beverley Line closed as a result of the Beeching Axe on 29 November 1965.[3] The station received listed building status in 1985.
The station has a staffed ticket office, which is open Mondays to Fridays from 07:00 until 17:00 and until 13:30 on Saturdays (closed Sundays). A ticket machine is also provided. There is a waiting room and cafe in the main building next to the ticket hall and a shelter on the opposite platform. Step-free access is available to both platforms, though the southbound one is reached via a manned barrier level crossing. Train running details are offered via digital display screens and timetable posters.
More info found here:-
en.wikipedia.org/wiki/Beverley_railway_station
For more information on the history and photos see:-
www.disused-stations.org.uk/b/beverley/
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SIGNAL BOX, GROVE HILL ROAD
Heritage Category: Listed Building
Grade: II
List Entry Number: 1084065
Date first listed: 30-Jun-1987
Statutory Address 1: SIGNAL BOX, GROVE HILL ROAD
Details
BEVERLEY GROVE HILL ROAD TA 0339 (north side) 10/418 - Signal Box GV II Signal box. 1911. North Eastern Railway Southern Division Type 4. Red brick with ashlar dressings, weatherboarded upper floor. Welsh slate roof. Rectan- gular on plan. 2 storeys. Entrance to upper floor by external timber stair. Small-paned windows with ashlar sills and lintels. To 1st floor small-paned horizontal sliding windows. Railed balcony on brackets to line side. Stack to rear. Bargeboards with finials to gables. Included as a good example of the type having group value with the station buildings.
Listing NGR: TA0386639525
historicengland.org.uk/listing/the-list/list-entry/108406...
Numbers only tell part of the story of movement of trainload freight was few and far between: two milk trains that came up from Carmarthen, one to Aberaeron and one to Pont Llanio and return, a daily Ammonia tank train from Hereford to Dowlais Central and back, a daily coal train direct from the Hafod Colliery near Wrexham to Oswestry and the ballast trains to the Nantmawr Quarries. The bulk of freight was done by Class K unfitted pick-up freight trains, some of which skipped stops along the mainline only serving towns. Many of the village stations were only served by one freight train a day in each direction. Mail trains were a big feature of the timetable. The 03.15 am from Whitchurch to Aberystwyth was met at Welshpool by the 03.48 am from Shrewsbury and connected into the 05.45 am Moat Lane Junction to Builth Wells and 06.40 am Machynlleth to Pwllheli. In the reverse direction, the 18.00 pm Aberystwyth to Whitchurch was connected into by the 16.05 pm from Pwllheli and the 5.08 pm from Brecon; at Welshpool, it connected with the 20.55 pm to Shrewsbury. Mail also came in and out over the Lampeter, Bala and Caernarfon routes. The only A-Class passenger working on a weekday was, of course, the Cambrian Coast Express, the 'up' service departing Aberystwyth at 11.45 am on weekdays. It had through carriages added to it at Dovey -Junction from the 09.55 am from Pwllheli. It reached Shrewsbury at 14.42 pm but with no connection from the Mid Wales line or towards Oswestry at Welshpool. The 'down' service was the 10.10 am from Paddington departing Shrewsbury at 13.26 pm arriving Aberystwyth 16.05 pm Through carriages were detached at Machynlleth and added to the 15.40 pm to Pwllheli. Again there was no connection from Oswestry but it did connect into the 14.45 pm Moat Lane Junction to Brecon service- (Pre Grouping operating practices?) The Brecon and Merthyr Railway was something a misnomer. As it soon realised that it wouldn’t have a monopoly on traffic from Brecon. It turned itself into a Valleys mineral line running across industrialised Dowlais and into the Rhymney Valley and on to Newport docks. Its passenger services were secondary considerations, the- all stations Brecon to Newport service was chronically slow and didn’t go where people wanted to (Cardiff), but just followed the B&M main line: 36 years after the grouping and 4 years after Cardiff was made the capital of Wales. Trains from further north terminated at Brecon, as they did in Cambrian days. Trains from Carmarthen terminated at Aberystwyth, The LMR trains ran into Pwllheli but Western Region trains terminated there and ventured no further north. Perhaps having the division mirror the old Cambrian Railways boundaries encouraged the old ways to linger. Of the 7 northbound weekday trains from Newtown, 3 still went toward Oswestry at Welshpool, one without a Shrewsbury connection. Was it the Cambrian Railways mainline or Shrewsbury to Aberystwyth?
Having a manned signal box on average every 3.5 miles tells it own story as to operating costs: at least 180 signalmen plus reliefs would have been needed just to pull the levers every day. A train travelling from Moat Lane to Brecon despite the sparseness of traffic still passed by 15 signal boxes. There were 12 manned stations between Aberystwyth and Pencader alone. Having passing loops and
points every couple of miles also affected journey times on single-track lines. The 'up Cambrian Coast Express managed Aberystwyth to Shrewsbury in just under 3 hours, with just 5 station stops but twenty token exchanges for single track sections. All stops passenger trains could take nearly three and a half hours.
The bitter complaint that the timetable south of Llanidloes was all but useless is borne out by the difficulties a traveller from Newtown would face to get to South Wales. Catching the Aberystwyth mail train from Newtown at 05.16 am and alighting Moat Lane Junction at 05.23 am he made a connection into the 05.45 am to Builth Wells which arrived at 07.10 am There he would face a two-hour wait until 09.10 am and the train to Three Cocks Junction, arriving there at 10.04- am in time to connect with the 09.02 am from Hereford to Brecon departing 10.08 am arriving Brecon 10.44 am. The train to Newport was at 12. 15 am and that didn’t get to Pontsticill Junction till 13.15 am! In contrast, he could be in Aberystwyth for 07.05 am and connecting with the 07.15 am for Carmarthen which arrived there at 09.23.am. Pwllheli was possible by 09. 40 am using the 06.40 am from Machynlleth. Heading off in the other direction the 06.53 am departure (06.40 am ex Llanidloes) would see him in Whitchurch by 09.00 am, Wrexham could be reached by 09.25 am via Ellesmere and Gobowen at 08.24 am via Oswestry, but he would have to wait until 07.40 am (06.35 am ex Machynlleth) for a through train to Shrewsbury arriving 09.08 am.
On the 21st of July 1951. 58xx Class 0-4-2T No 5812 runs into Oswestry's 'down' main platform with a Gobowen to Llanfyllin service.
Elm Tree, Stockton - The reduced timetable in force due to Covid19 has recently been improved somewhat, however Stockton service 59 is still running on an hourly frequency. As a result it’s been struggling for capacity with the reduced seating arrangements so today’s service has been formed of Newcastle loanee 11299 and former Busways 27723 tied together.
27723 is seen here just behind 11299 on the 1141 from North Tees Hospital to Stockton.
Today was the last day of the university timetable and from Monday the summer reduced timetable kicks in.
As such there will be no more St Machar Drive services until September and it remains to be seen if the tri-axle deckers will be refurbished in time for its restart or if the mixed bag of buses will return.
Platinum 37640 operates one of the final St Machar Drive buses this afternoon, the service ending slightly earlier than planned as a driver shortage curtailed the penultimate bus.
Buses Excetera PVL178 (S26 ETC, ex-X578 EGK) reverses onto its stand at Guildford bus station, having arrived from Epsom on the 479.
Note its LEDs show "New timetable...". The message scrolling along said something like "New timetable starting Saturday 30th August, see www.busesetc.com for details".
Nice they've got that on there early, although it would appear to be a bit too early as I can't find any details on the website yet.
Commercial Road, Guildford, Surrey.
National Airlines timetable September 1979.By this time National has really cut back.They no longer served BOS,PHL,PVD,BAL(now BWI),TLH,DAB,PFN and MLB.Really cut back at JAX with only six flights a day down from 20.and cut back at SAV,CHS,ORF with one or two flights.At this time National was flying Boeing 727s and Douglas DC-10s.This merger was no help to Pan Am
168216 at High Wycombe with the 1G05 06.12 High Wycombe - Birmingham Snow Hill service on 22nd May 2020. This used to be a regular Aylesbury job until a few years ago, but it has reappeared in the current temporary Covid-19 timetable.
715 times up at Kingston Eden Street.
The 458 and 515 times were also to the standard Surrey CC style, which is most unusual as usually TfL produce their own displays for the non-TfL routes.
For the record, the passing Scania is SP40058.
UPDATE 31/12/16: The 461 timetables are also the standard Surrey CC ones - so it seems that all TfL stops affected by the Surrey changes have these non-TfL timetable displays. Will be interesting to see if it is a temporary or permanent measure.
Eden Street, Kingston, Greater London.
Pictured upstairs inside Swift Link liveried Leyland Olympian A952SAE now owned by Kelvin Amos as his display, photo stall and Badgerline history bus. Really good selection of original timetables on display.
1981 NZ Railways timetable
Archives New Zealand Reference: ABIN W3337 182
Material from Archives New Zealand Te Rua Mahara o te Kāwanatanga
The timetables themselves for the workers services from various suburbs of Glasgow to South Street in 1985, the services being the 708, 742, 768 & 769.
Since the timetable change on 20th May 2018 the local service from Paddington to Hayes & Harlington is provided by TfL Rail using 7-car formations of Class 345 stock. The Heathrow Connect service still uses the Class 360 sets but they now carry a roundel with TFL-RAIL on the crossbar. Once through operation across London commences both will be part of the Elizabeth Line.
Unit 345016 is seen at West Ealing on a working to Hayes & Harlington..
The Hellifield Down Home is against us as we approach the junction with the line from Blackburn running engine & POB with Stanier Black 5 4-6-0 45305 from York to Carnforth. We were timetabled to be held in the Goods Loop to take water but as we were running early & had plenty we didn't stop. This meant we arrived at Carnforth shed 2 hours early!
Cover of the 1975 All-Line timetable, featuring the most recent addition to British Rail's motive power fleet, the Class 87. Reconciling memories of Class 87s in their final years on the West Coast Main Line with depictions of the locos in their infancy is akin to looking at an aged face and reminding yourself they were young once.
RD17599. South Western Railway Siemens Desiro Class 444 EMU 444 038 departing from Bournemouth; the train is the late running 18:35 from London Waterloo to Weymouth.
Because there had been an incident at Clapham Junction earlier in the day the timetable had gone completely awry and all trains were subject to delays.
Wednesday, 18th July, 2018. Copyright © Ron Fisher.
Unfortunately I was about ten seconds too late and the driver was folding the paper blinds up.
Actually that's not quite true, I got there with a good couple of minutes to spare prior to its 0810 departure time to continue on to Kingfield Green for the college.
Unfortunately, as the college hasn't started yet, it didn't bother to follow the timetable and terminated here instead.
Not pleased.
Even more annoying was that the 446 college journey *did* correctly go to Kingfield Green.
From the "dutch door" view on the Rock Island the evening before this one, we go to the same kind of view the next morning as two Santa Fe U28cg's head southbound #15, the "Texas Chief" around a 50mph curve near Britton Road. The train is actually westbound in Santa Fe's employee timetable. The departure around the previous midnight from Kansas City Union Station was eventful as I found out that the sink in the roomette, once it is pulled out of the wall, must NOT be filled up! Our departure from KCUS, through the maze of double slip switches and crossovers in search of Santa Fe's mainline, was not the hesitant stop-and-go affair that it seems to be now. We departed with a purpose to go to Texas, and quickly. The sloshing from the sink had me using the extra towels to swab the decks. Once I cleaned up and got into bed, the Santa Fe's version of railroading kept me away from sleep until it just took over. Meeting a freight at speed on multiple mains created a sound that seemed to suck the window out of the frame! Raising my shade at dawn brought me to southern Kansas (as it did for many subsequent trips into the late '70s) and a much curvier track, although still equipped for 90mph speeds. After breakfast, as we approached our destination, the smartly dressed trainman took me to the vestibule and opened the upper half of the outside door for me so I could take this picture on the north side of OKC.
Seen here standing at Bedford Midland Station on 16th September 1983 (my Dad's Birthday!) is Class 317 317 308, operating the then newly introduced full electric timetable on the Midland Suburban Electrification from St Pancras to Bedford. The unit later worked on Greater Anglia, being modernised for the Stansted Express. Subsequently operating for London Overground, it was sent to Sims Metal at Newport for scrapping in April 2022.
Note also the Railman dressed in the BR corporate uniform of the time, unloading parcels from the front saloon.
Scanned from an acquired slide.
By the mid-1950s the process of introducing new diesel multiple unit trains to replace steam trains was underway on British Railways. This publicity leaflet, with a vignette of a DMU (probably by artist A N Wolstenholme), introduces the new services that ran between Manchester and Macclesfield. "London Road" is now better known as Piccadilly - and Macclesfield Hibel Road has long gone.
Effective February 7, 1915, reissued March 8, 1915. The railroad was Rochester to Avon to Mt. Morris was electrified in 1907 to provide frequent commuter service between those points. No Form number. Printed on yellow cardstock.
A & W Elsey of Gosberton had a long established route from Quadring Fen to Spalding. After deregulation, Elseys became one of the operators on the Spalding – Boston route, operating under the former Lincolnshire Road Car service number 59. From 1985, Elseys also operated a Gosberton – Boston – London express coach service. Elseys sold the business to Translinc in 1999.
Some timetables for the Quadring Fen route, and later post-deregulation services can be seen at www.countrybus.co.uk/elsey.htm
HJL 190 was a 1955 Bedford SBG 37586 / Duple Vega C36F. New to Nightingale (Reliance), Spalding, this coach passed to Elsey in March 1960. At Spalding Bus Station. Despite the 'Private' destination, a Setright ticket machine appears to be visible beside the driver, suggesting it is operating the stage service to Quadring Fen.
Photo by the late John Boylett.
Rock Island Railroad suburban train schedule between Englewood and La Salle Street stations, effective October 31, 1965, inside page, Chuck Zeiler collection.
This set of photos shows the finally days of the United Automobile Services operations in the most rural parts of the Yorkshire Dales in Wensleydale and Coverdale. Not long after, the new broom of Arriva vacated the area having served it for over 70 years, and then a few years later, closed Richmond depot outright so that their presence is reduced to one trunk route. I think these photos were taken c.Aug 1998 judging by the vegetation; have only just rediscovered these after 21 years!
These timetable cases were once commonplace in major villages and towns. Most disappeared in the 1970s seemingly but some did survive. The ones in Hawes and Leyburn, where this one resided, were late survivors. This was still there in 1998 but soon went - who knows who acquired this and how?
As the new timetables have been put into place and all Lilac Biogas Scanias have been mutually branded for all Carlton Road routes, 17 plates can be found on the 27 while 19 plates can be found on the 24/25!!
422 awaits time on King Street with a 27 to Carlton via Carlton Hill, Carlton Tesco and Cavendish Road.
“The SketchNoteBook” – how to create SketchNote
Preview : free download chapter 1 bit.ly/preview_SketchNoteBook
Buy PDF Version bit.ly/SketchNoteBook_PDF_book
Buy paper version bit.ly/SketchNoteBook_paper_book
On December 12th 1978 the road bridge over the railway line between the Coronation and Oldmixon Estates, Weston super Mare, was blown up (literally!) and a replacement, wider, bridge built in its place. Town service 105 (and to a lesser extent service 115 to Hutton) was affected, and the main 12-minute frequency was rescheduled to terminate at the Coronation Estate, with the bus released from the rescheduling being used to provide a half hourly "express" service to Oldmixon Esatate via the fast Wintersoke Road, numbered 104, A Bristol FLF stands in the High Street operating the fast 104 service, and Bristol VRT 5501 pulls out to pass it whilst operating the truncated 105 service. The VR would have been conductor operated.