TheSignalEngineer

Not venturing out in the Dark Peak this morning. Drove back from grandad duty yesterday and it was grim. Usually less than 20 minutes over the top but even the low level detour took an hour mostly in 2nd gear at 10-15 mph

Quite a possible. I designed something similar but it didn't get built due to space restraints at the time. My current project has a disuesd viaduct hiding the entrance to one end of the fiddle yard. Regarding te high level branch, depending on the company and space available a slip would probably be avoided. My excuse for similar to yours is that it was a war-time upgrade with no space between the tunnel and the platform to fit anything else.

Usual amount of inappropriate library clips that didn't really match the story line, plus several bits based on LNER hype rather than historical fact.

Our Son travelled over to us from the west of Ireland today by car, plane and train and despite the weather he arrived at the time expected.

A BBC reporter in Biggin Hill thought it was a big deal that she had seen an road being salted.

A bit white on the Dark Peak. Snake Pass closed and Woodhead just about passable at the moment.

I'd just got my exit visa sorted.

Co-incidentally I have a picture of an unidentified Western on 1V19 at Snow Hill in summer 1964. All Oxley workings were Brush type 4s by then but OOC workings still threw up Westerns at times.

The canal wharf was capstan-shunted. The positions of the turntables used to access the lifts, the capstans and bollards as at 1955 are all shown on the 1:1250 map on old-maps.co.uk. See at https://www.old-maps.co.uk/#/Map/405395/288149/13/101329 (switch off the blue background by clicking the blue square symbol top right of the map) The Birmingham Level of the canal into the yard was at 450' above sea level. access to the main yard from Pitsford Street was at about 420'. The turntables in the main yard gave access to the two tunnels under All Saints Street to the lift. The link in Post #2 above has a lot of pictures of the area. On Google Street View at the junction of All Saints Street, Pitsford Street and Crabtree Street you can still see the Farriers & Wheelwrights shop, Vet's office and part of the stables block.

Thanks Robert. I was couldn't work out what those two were but thought the rest was a pretty good match, especially for that February.

To show the size of some girders, this is the bridge carrying the Glossop to Marple road over the eastern end of the former Mottram Yard. The brick bridge to the right is the original one over the Hadfield line, note the added steeple coping to comply with the requirements for an electrified line. The girder bridge span is about 80 feet with the actual girders about 90 feet long. It can be seen from the height visible of the panels outside and inside how far above the bottom the road surface is. Picture from Google Street View.

Queens Drive (remains of) at New Street, 1964

The shadows would put it as being in the middle of the day, so it could possibly be the 11.55am to Pembroke Dock. The portions for Pembroke Dock and Milford Haven seem to match, but the four coaches for Swansea at the back seem a bit .

Parapets used to be 4 feet or so above the road. In some places an extra plate was added above the girder to raise the parapet height

Preserved Prairie at Snow Hill c1964.

The Wills kit girders I am using scale out at 6 feet deep.

Leamington Spa Down side, two different variations alongside each other. http://www.warwickshirerailways.com/gwr/gwrls3277.htm

Good call, Mike. I'd forgotten that one. In 1961 there was a 1V14 in the evening from Salisbury to Cardiff. I would think that was a good chance of a Hymek. Possibly still the same working in 1963, with D7036 then having run to the London area and returning west. It was a Canton loco at the time.

I would guess that its previous Down working was through Bristol or Cardiff from the Midland line or North & West, although the only 1V14 I can find around that period was a dated summer relief from the Eastern Region to Devon.

I looked in the Paddington Station working book for the 1962-3 winter but couldn't find any reference to 1V14, so I would say it is possibly one which hadn't been changed from an earlier train. The only one which came via Oxford was the overnight from Birkenhead which was 1V15, but the formation is wrong for that.

A reason why many old bridges has a pipe bridge built adjacent in later times. There wasn't enough depth to get a 12" or larger water main or big sewer pipe in the road surface.

I've just started a bridge based on that one to hide one entrance to my fiddle yard. The girder is made from the Wills kit which has roughly square parts that you glue together for the desired length.

Duplicated post due to smartphone

Although out of my area it's good to see things for the Scottish scene after years of neglect.

Birkenhead was London Midland so any train to the Western would have been V. In January 1963 the railway spent most days on chaos and confusion, with lots of substitutions, diversions and short turn rounds so headcodes may have been last on the crew's list of what to worry about.