Straight from the scanner

Dad found these in a drawer during the week, West Worthing I think in 1972. I can remember being taken to the station one Sunday after hearing one of the Brighton Belle farewell tours was coming through. It obviously didn't happen with this going on! Relaying the up road at West Worthing.
These are all straight from the scanner, no scratches etc hidden.

Twin jib crane relaying

Diesel crane relaying, looks like part of the pointwork into the shed

Twin jib crane bringing new track panels for installation

Another where is it set

As ever I am extremely grateful for any assistance in identifying the locations of these images.

1. A nice single storey station building.  It looks like the photo was taken from another platform so double track through the station at least.
Update 03/08/2014 Is this a Midland Railway design?

2. This is from the camera of Donald Luscombe who I believe was mainly active in Scotland. Someone's washing hanging under the canopy and appears to be single track.

3. I'm not sure if the building is a station, but the railway interest in the foreground is Bass wagons with timber of some sort and at middle right the start of a platform ramp.

4. An unidentified class 47 at the head of 1M06 which appears to be 12 coaches. It appears to be a 4 track main line with telegraph poles still in place.

4a. Possibly looking in the opposite direction to image 4, does this help?

5. Apologies for the quality, this is from a very scratched negative. Three class 47s and glimpses of a 350 shunter and a class 25 on shed at a steam location that's falling apart by the looks of it. The smokebox of one of the old order just visible to the right. The nearest 47 is D1916 which www.class47.co.uk indicates was new to 86A (Ebbw Junction) in November 1965 then transferred to Cardiff Canton in May 1973. Still around as 47812.

6. Another Donald Luscombe image. Looking from an overbridge towards a station that consists of an island platform that has a steam hauled goods train passing through. There are some sidings, but they are mainly empty. A line appears to curve around from the left side of the station and join the line on the overbridge. Is the upright on the left border of the image an overhead line support?

7. A job lot of black and white negatives that I purchased included some quite tired portrayals of Tyneside electric stock. I think it is 1937 stock, but I don't have the location.

8. I don't think this is an aqueduct as there is a speed cutout amongst the ironwork on the viaduct. The ironwork on goes part way across the viaduct.

9. It's the end of the line somewhere.

10. Final one for tonight. Looking forward from the front of a DMU as it passes over water troughs. Troughs present in both direction on this double track railway.

1034 Beeding Branch 1976

Class 203 6B DEMU 1034, still as a six car with buffet car approaches the old toll bridge at Shoreham when working the Lea Valley Railway Club's Sunny South Express railtour of 01/05/1976. A Southdown Leyland passes over the flyover, on which are at least two photographers. At the time the Beeding branch was still in use with traffic to and from the cement works. From one of my Father's slides.

TWW and DEMUs (and yours truly)

Just a quick post now. Tunbridge Wells West 01/02/1977, Class 207 3D DEMU 1305 berthed and yours truly wielding pen at notebook!
Who'd have thought that within 5 years I'd be a secondman working through here with Brighton Mixed Traction drivers when covering Vic Mixed Traction work (no PNB within the 3rd and 5th hours, hence having to send a secondman).
I only worked through the tunnel once and that was on a set of ECS with Dickie Potts that had to go via Tonbridge to Redhill for some reason.
Taken from one of my father's slides.

Some Kentish Stations

All of these images are of stations in Kent and all came from the same batch of negatives that I purchased in March 2013. I haven't seen anything in the images that discounts the idea that they are taken at a time just before the second phase of the Kent Coast electrification was implemented. All locations show signs of works associated with the electrification, new third rail and platform extensions being the most significant.
Presented in alphabetical order.

Bekesbourne

Bekesbourne was opened in July 1861 and the station buildings lasted until 1970 when they were replaced with bus shelter replacements, themselves replaced in 1991. The station remains open to this day.

This shot of Bekesbourne's main up side building is taken from a train. Bekesbourne is the odd one out in this set as the line through here was electrified as part of phase 1 of the Kent Coast electrification with a full electric service in place for 15th June 1959.

Note the new platform extension just past the footbridge, the platforms having been extended to 12 car lengths as part of the electrification scheme during 1958.
Also note the provision of fire buckets, three under the 'Gentlemen' toilet sign and another three by the rubbish bin in the bottom right corner.

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Folkestone Junction

Folkestone East was the first station to open in Folkestone in 1843 and at first was very busy with traffic to and from the continent via the harbour. With the opening of the Harbour branch in 1849 the boat train traffic transferred to Folkestone Harbour station and the station renamed Folkestone Old. In 1852 the station was renamed Folkestone Junction, in 1858 Folkestone Junction (Shorncliffe). In 1863 a renaming back to Folkestone Junction which remained until 1884 when a renaming to plain Folkestone took place. A third renaming to Folkestone Junction in 1897 was the penultimate renaming, the final renaming to Folkestone East taking place in 1962 upon electrification. 

In 1863 Shorncliffe Camp station (now Folkestone West, see below) opened and traffic further declined.

The line through the station was electrified (one of the main  inputs from the National Grid is located here) and a full electric service commenced in June 1962. The station closed in 1965.

This view from the Up platform shows the original staggered platforms together with the concrete extension of the down platform, put in place for the electrification, which only lasted until 1965 when the station closed.

This second image is closer to the footbridge than the previous image and shows the Up side platform extension just past the foot crossing together with a support in place ready for when the dip in the platform by the foot crossing would be bridged. It also shows a further extension of the Down platform towards the signalbox. Loco hauled coaching set 559 berthed just to one side of the footbridge. Just past the crossover in the middle distance conductor rail has been installed, the section between Folkestone Junction and Ramsgate full electrification in place and substations operational by the end of 1959.

Both images show the semaphore signals and signalbox still in use. They also show new conductor rail in the four foot of the Up line and new insulator pots in place on both lines.

A temporary electric service in steam timings commenced 12/06/1961 and a electric full service 18/06/1962.

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Folkestone Warren Halt

This small halt was originally opened in 1886, but didn't last long, closing before the end of the year  after it became involved in arguments with Lord Radnor (who's land was being trespassed on by the passengers) and the Board of Trade as to whether or not the station had proper authorisation or not. It reopened in 1908 until December 1915 when a landslip engulfed the halt and mainline which remained closed until 1919. The station was rebuilt in 1923 and remained open to the public until 1939 when there was a further landslip. The platforms remained in use for staff purposes until 1971.

This view of the halt shows conductor rail in place and new fence posts in place, but the chain link not yet installed. There are wagons in the far siding and the signal visible for the Up line is in the off position.

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Sandling

The line through this station was opened in June 1843 and a branch line to Hythe and Sandgate was opened in October 1874. However a station was not provided at the junction until 01/01/1888 when Sandling Junction station was opened. The station had four platforms, up and down mainline and up and down branchline. Cutbacks on the branchline commenced in 1931 and the branch was closed completely in December 1951 and the station renamed Sandling for Hythe.

This image shows the camping coaches converted at Preston Park from wooden bodied Pullman cars that arrived in 1960, which gives us the earliest year that this pair of pictures was taken. The station buildings in the background are the branch buildings and are now demolished.

This second image also has a glimpse of one of the camping coaches and also shows the signalbox and semaphore signals still in use and no signs of any replacement colour light signals. The replacement signals were brought into use 18/02/1962 which gives a latest date for these images. The structures on the down platform, on the left in this view were demolished in 1970.
Now named Sandling the station is still open with the Channel Tunnel Rail Link (HS1) running parallel.

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Shorncliffe

This station, originally opened in 1863 as Shorncliffe Camp, renamed Shorncliffe in 1926, and finally renamed Folkestone West 10/09/1962 after electrification and is still open.

Once the nearest station to the junction with the Elham Valley line to Canterbury at Cheriton Junction, Shorncliffe's importance as an interchange declined after the closure of that route in December 1940.

This view looking towards Sandling is an interesting one, as it is mid way through the electrification and resignalling  process. The new conductor rails are laid, the platform extensions are in place  but all of the semaphore signals are still present and operational from the signalbox, with no signs of any replacement colour light signals. Additionally the extended farther platform has a temporary wooden extension leading towards the signalbox that follows the original layout of the platform loop. As part of the electrification scheme the number of lines through the station was increased from three to four, these being up and down platform lines and up and down through lines.The signalbox had to be demolished after the commissioning of the new signals as it was in the path of the track for the platform extension, the trackbed for this just past the box appears to be freshly ballasted in preparation.
Of interest is the rake of loco hauled coaches in the bay to the right.

The station is still open but with the through lines removed after the channel tunnel opened and boat trains ceased using this route.

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Sources used:

Southern Electric Group

Wikipedia

Kent Rail

Southern Electric 1909-1979 by G.T.Moody ISBN 0 7110 0924 4

What I saw last week

A quick lunchtime 20 minutes at Western Road Bridge in Sompting. Nothing out of the ordinary, but the first time I've been out for a bit of lens practice in a little while.

377108 works 1N65 10:33 Brighton to Southampton

377452 works 1H23 10:45 Littlehampton to Victoria. It will stand at Haywards Heath for a portion from Eastbourne to attach to the rear then continue forward to Victoria.

313219 is working 2E46 11:09 West Worthing to Brighton. Two trains an hour in each direction operate an all stations service between these locations.

313211 works 2K73 10:53 Brighton to West Worthing.

313220 working 2N13 11:03 Brighton top Portsmouth Harbour. These services to Portsmouth Harbour are semi-fast in nature calling at selected stops for a faster journey.

Horses on courses and a station

Plumpton Station is on the line between Keymer Junction, where it branches off from the Brighton Main Line, and Lewes where it joins the East Coastway line . It serves the village of Plumpton Green and on race days Plumpton racecourse.
The line through Plumpton opened in 1847, however a station was not provided until 1863. In about 1910 an additional footbridge was provided Keymer Junction end of the Up platform together with an additional platform for race-goers. The race platform was out of use by the 1980s.

It's race day with the station in the background. There is no obvious dating evidence, the name board hadn't been replaced by the early 1960s. Looking from within the racecourse adjacent to the race platform.

Similar to the previous image (but not quite as sharp). The new footbridge and a semaphore signalpost in the right background, looking in the direction of the race platform.

The race platform in July 2007. I can remember as a secondman in the 1980s a green 8 car stop board still being in place at the far end of the platform.

Looking from the race footbridge towards Cooksbridge in July 2007. The site of the former goods yard on the left now redeveloped as housing and a glimpse of the racecourse to the right. The original signalbox was still in situ at the time, but was relegated to a gate box, just controlling the swing gates visible under the footbridge in the middle distance.

Some more from the I don't know where it is collection!

Some more images that I have no idea where they are. Any help gratefully received.

Additionally one of the previous 'Where is it?' blog items is now fully solved and can be reached by clicking here, thanks to those who contributed with information.

1. HST Maintenance. The neg is a bit too grainy to see the power car number.
19/03/2014. The first suggestion has been Old Oak Common, and another Derby Works, and other clues out there?

2. 47709, date and location unknown. Anyone with any clues please?
19/03/2013. Update. Confirmed as the East end of Haymarket tunnel and most likely an Aberdeen to Edinburgh service. Thanks for the info.

3. LMS/BR English Electric powered prototype10001, again date and location unknown. Could it be Camden Loco or Derby Works?

4. Signalman and driver exchanging a single line token. I'm not sure if this is a class 24 or class 25, but I'm taking a stab it's somewhere in Scotland. The first three letters of the name on the signalbox are 'FOR', the water crane hose obscures the rest of the name. A fine signal gantry is just the other side of the bridge appearing to have three routes that can be taken.
19/03/2013. Update. Confirmed as Forres. The signalbox if Forres South box and the train is coming from the now closed line to Aviemore.

5. A fine viaduct on a single line railway.
19/03/2014. Update, confirmed as Cynghordy viaduct on the Central Wales line. Thanks for the info.

6. A steam shed with an Eastern Region feel. Either a class 15 or 16 in the new diesel shed to the left. Devon's Road or Stratford are my initial thoughts.

7. Quite a busy freight yard, a quick scan looks like 50% of the roads nearest the camera have rolling stock in them. The roads farthest from the camera look pretty much empty. Signalling is semaphore and just visible to the right is a signalbox on stilts in the air. The background skyline looks quite in industrial.
19/03/2014 update. Now identified as Bristol East Yard, also known as Bristol East Depot these days. The sidings nearest are still in use, as is the main line but the Up sidings in the background are long gone. Thanks to those who contributed.

8. A yard in decline. A pair of snowploughs in the middle distance and what appears to be a diesel servicing facility in the middle background.
19/03/2014. Update now confirmed as Healey Mills Yard, thanks for the info.

9. A closed station with road vehicles having taken over the trackbed and a boat the platform! The green coach is by Southern National which might give a clue to the area.
19/03/2013. Update. Confirmed as Padstow, and still there! Thanks to those who identified this one.

Mid Sussex/ Arun Valley Line Signalling

This weekend 14/03/2014 to 15/04/2014 sees the end of traditional Absolute Block signalling for Billingshurst, Pulborough and Amberley signalboxes and their replacement by control from Three Bridges. The following images are all mine taken in 2007 or 2013 and this isn't meant to be a comprehensive study of signalling at these locations as I didn't take pictures of every signal, intending to go back at a later date, but it didn't happen. In order from the London end of the line.

BR Class 73, The Cleverest Box Of Tricks

As far as I am concerned, British Rail's masterstroke was the Southern Region's class 73 electro-diesels. Able to work as electric locomotive's from the third rail at 750v DC, theses locos were also equipped with a 600hp diesel engine. Their go anywhere (albeit slowly when away from the third rail with any load) capability has been the key to their longevity, 50+ years and still counting. Additionally their ability to work in multiple with all Southern Region EMUs from the 1951 types to the 1966 types was invaluable to trqain operators.

The six prototype loco's were constructed at Eastleigh in 1962 and numbered E6001 to E6006.. The original Southern Region classification was JA and the BR TOPS classification class 73/0. The main run of 43 production machines were originally numbered E6007 to E6049 and were constructed at Vulcan Foundry. The original Southern Region classification was JB and BR TOPS classification was class 73/1.
After the full TOPS numbering scheme was put in to place the JAs were numbered 73001 to 73006 and the JBs 73101 to 73142.

Their main use form the 1960s until the early 1980s was on general purpose duties for the Southern Region, from engineering trains to newspaper trains, parcels trains and freight trains. The biggest change was in 1984 when the Gatwick Express service started and class 73/1 locomotives were used as the main traction for either five or eight car trains of converted Mk2 stock with a powered driving luggage van at the opposite end of the train to the class 73. Eventually 12 locomotives were dedicated to this service, later increasing to 14 locomotives, all renumbered into the series 73201 to 73213 plus 73235.

E6001 leads 6-TC trailer unit 601 into Kensington Olympia. 601 was formed in 1965 as a test bed for push-pull control using class 33 D6580 and was out of use by 1971 after collision damage. This image from a very tired negative.

E6001, the very first class 73 depicted by my father at Hayward's Heath in August 1968. This loco became 73001

E6014 of the JB production batch at berthed in Brighton Loco Sidings in the early 1970s. This loco was renumbered 73108 and is one of the few to be scrapped. Another of my father's images

E6023 leads class 33 D6516 at Southampton in September 1968. One of my father's images.

The second loco to be withdrawn was 73115 after a collision at East Croydon in 1982. Seen here at Eastleigh Works Open Day 05/09/1976. Another of my father's images

An unidentified JB stands in the loop at Worthing with a parcels train. December 1977. Another of my father's images

A class 73/1 propels a Gatwick Express service past the site of Coulsdon North stationduring the early years of the operation.

73114 in the sun at Eastleigh Depot

73129 'City of Winchester' in Network Southeast livery at Newport in 1997.