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Thread: North East England - Steam Days Screenshots - Large Screenshots Possible

  1. #736
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    Default

    Good stuff here also!

    Rob.

  2. #737
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    Default ECML 1926 - Summer Saturday at Durham

    North East England during the steam era. It is the summer of 1926 at Durham. A Raven 3 cylinder Class C7 4-4-2 Atlantic stands at Durham station with the 4.55 pm Newcastle to Liverpool Lime Street express passenger train. It is due to depart at 5.17 pm. This service was formerly the joint L.&Y.R.-N.E.R. service between Newcastle Central and Liverpool Exchange and is now a joint L.M.S.R-L.N.E.R. service. Today's train is using the L.N.E.R. set made up of former N.E.R. corridor stock.


  3. #738
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    Default ECML - Summer days at Durham 1926

    Northeast England during the steam era. 4.50 pm Saturday 10th July 1926 at Durham.




    From left to right, the rear of the 2.42 pm from York to Newcastle just visible at the edge of Durham South signal box, the 4.5 pm steam autocar from Sunderland to Durham and the 5.30 pm for Blackhill via Lanchester. Unseen is the Class D20 4-4-0 hauling the 2.42 pm but the Class G6 0-4-4T is visible in the steam autocar and the former N.E.R. 1440 Class 2-4-0 is in the bay at the head of the 5.30 pm for Blackhill. A 6w van is in the up carriage dock.

  4. #739
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    Default The Diagram 7 Locker Composite

    The 52ft Luggage Composite with 3 x 1st Class and 4 x 3rd Class compartments, code XCG or XCGV in the carriage roster, was built from 1896 to 1906. 138 examples in total, with only 1904 seeing none produced.





    As the 52ft type they were built for long distance passenger trains, particularly express passenger trains between Newcastle and Liverpool. 3rd Class and 1st Class compartments offered more legroom than the 49ft type of carriage. The luggage compartment was convenient for keeping baggage close by on long distance trains. The archives & old police photographs show that the theft of luggage was a real risk at larger, busier stations, with even an army captain being convicted of the offence at Edinburgh Waverley.

    However, the 1908 arrival of vestibuled stock with corridor connections meant the previous generation of carriages lacking corridor connectors were cascaded to lesser services. In 1926 the 52ft carriages form the core of the 19 rakes designated as "main line sets" in the carriage roster. However, no Diagram 7 XCG and XCGV found homes in those 19, all of which covered long distance journeys over their roster period of 19 weeks. The lavatory in the Diagram 5 XCL (4-3) was a better choice when paired with an XT and 2 diagram 18 XB (3) offering a large van capacity at each end of the main line set.

    I have been looking for the XCG (3-4) in the roster.

    In what was the former N.E.R. Northern Division I found 45 XCG (3-4) at work in 1926.

    Tweedmouth - 2 XCG with sets 22 and 23, the Berwick and St Boswell's sets having one each.
    Carlisle, Hexham and Newcastle - 10 XCG were assigned to the ten Newcastle, Carlisle and Blackhill sets, numbers 55 through 65.
    Newcastle and Riccarton - 2 XCG in set 68 as well as a further two in set 68a. These sets are the Newcastle and Riccarton sets and are not prefixed as NB XCG to indicate "foreign stock". The 2 XB(3) in each set similarly are not listed as NB XB(3).
    newcastle - 1 in set 71, a made up set working one daily return trip between Newcastle and Morpeth during the early morning, which is hardly a long distance trip. Perhaps the locker was used for newspapers, though the set also ran with the almost ubiquitous Diagram 18 XB(3), providing quite an amount of van space.
    Blyth, Morpeth and Newbiggen - one each in the three sets 81, 82 and 83.

    Darlington - The 6 Saltburn to Darlington sets, numbers 141 through 146, with one XCG in each 6 carriage set, along with 2 diagram XB(3), a diagram 5 XCL(4-3) and 2 XT, which could be one of any number of different diagrams, though the 167 diagram 14s were their closest contemporary. By 1926 the diagram 127 was also quite numerous with 87 built.
    Darlington - The 5 four-carriage Darlington Link A sets, which again, like the Saltburn sets each have an XCG. This time the sets have a pair of XB(4), probably diagram 76 XB(4), one at each end, so rather less van space that the Saltburns, though they did roam further, as far as Kirkby Stephen, Tebay and Penrith. This duty is the closest long distance work they had compared to their halcyon days, though at a more sedate pace.
    Darlington - The 8 Darlington Link C sets, numbers 168 though 175 each have one, while the brakes were two XB(5), probably diagram 77 XB(5), offering even less space than the Link As. The Link Cs operated across southern County Durham and to Richmond in North Yorkshire, though one did work up to Newcastle while another worked at least once a day to Battersby on the line to Whitby.
    Shildon -1, Shildon relief set, number 180. which roamed between Crook, Bishop Auckland and Sunderland on Saturdays only.

    Hartlepool - 6 XCG. 1 in set 215, 1 in 216 with another 2in set 225. Number 215 is the Hartlepool relief set, while 216 and 225 are made up sets. Set 215 kept close to Hartlepool on Monday to Fridays but spread its wings on Saturdays, going as far as Newcastle. 216 was only scheduled to work on Saturdays, with a trip to WIngate and two out to Ferryhill. Set 225 only worked on Fridays with one evening trip to Harrogate, returning empty. It had 2 XTs and 2 XB(5) in the six-carriage set. The remaining 2 XCGs found themselves in sets 217 and 218, which were both described as West Hartlepool and Darlington portions. They were paired with an XB(5) and were both attached to four different sets daily. They were as described, working between West Hartlepool and Darlington, though one trip was only as far as Eaglescliffe. In effect full time strengthening carriages with dedicated routing.

    Middlesbrough district - 2 XCG. Assigned as strengtheners. 1 at Middlesbrough with two WT on hand to strengthen set number 193 at 12.50 pm on Saturdays for the remainder of the day. Ended up at Guisborough at 11.32 pm. 1 at Saltburn on hand daily to attach to set 175 at 8.26 am, coming off at Middlesbrough at 9.57 am. Technically, this makes it available to attach to set 193 on Saturdays but there is no explicit means mentioned in the carriage roster as to how it got from Guisborough at 11.32 pm Saturday to Saltburn before 8.26 am. There are two candidates. The Monday 5.14 am steam autocar set 193 to Middlesbrough, with another train taking it onwards to Saltburn, or the more direct 6.47 am departure of set 193 from Guisborough to Saltburn, arriving 7.51 am. Neither attachment is officially recorded in the carriage roster, so for now I will treat the Saltburn XCG as a separate carriage. Makes it 45 at work in the former northern division.

    In what was the former N.E.R. Southern Division I found 12 at work in 1926.

    Scarborough - 2.
    Set 244, the Scarborough and Hull set there was a single XCG. Despite its name, it went from Hull to York on one round trip daily. A Club Saloon was attached for the 8.25 am Scarborough to Hull and 5.8 pm return.
    Set 274, the No.2 Scarborough and Pickering set has a single XCG(3-4), working with two XB(5).

    York - 2.
    Set 247 is the first mention of an XCGV, the York and Doncaster set, paired with an XBV(5). Three round trips daily. Any diagram 7 XCG which worked in the Liverpool sets would have been an XCGV but no numbers exist for how many were so fitted. At least one in 1926.
    Set 289, made up set. Unusually, it has just two XT for company, no XB, XC or XF. Mondays only operated to Normanton, departure 1.40 am, returning 8.58 am attached to set 230. The 1.40 am was set 8 MX, a main line set.

    Harrogate - 3.
    Set 314, the Harrogate and Bradford set was home to one more XCG and in the rare company of an XFL and two XB(6). Only four diagram 86 XFL were built. The XB(6) were possibly either the single diagram 128, number 1046 of 1907 or one of only eight diagram 144s built in 1908. The XCG, itself a relatively specialist carriage was the most common bird in this flock! Set 314 also worked with two club saloons, a First and a Third, from Harrogate to Bradford during the morning, returning on the evening, though Saturdays saw them return on the 12.6 pm.
    Set 330, the Harrogate and Ilkley set. This four-carriage set was quite upmarket, with 53 First Class seats, but not as much as set 314, working with a diagram 5 XCL(4-3) and two diagram 77 XB(5).
    Set 331, the Harrogate and York set. Working with two diagram 77 XB(5). A one-way Harrogate to York journey during the morning but the evening was more complex. York to Wetherby via Harrogate, return to Harrogate and then one more evening round trip between Harrogate and Wetherby, with two on Saturday evenings. The 11.0 pm Saturday departure from Harrogate would have been popular after an evening out at the theatre, cinema or dance hall.

    Leeds - 1.
    Set 337, the Leeds and Thorpe Arch set. Working with an XB(6) on one round trip Saturdays excepted.

    Hull - 4.
    Set 350 to 353, the Hull Link A sets. Five carriage sets with diagram 7 XCG(3-4), diagram 5 XCL(4-3), one XT and two diagram 18 XB(3).

    The whole N.E. Area had use for 57 XCG (3-4) carriages on scheduled rosters. This leaves 81 unaccounted for.
    The carriage returns between 1906 and 1912 cover 52ft diagrams 7, 78, 107 and 123 of the XCG type.
    The two XCG (3-4) to Diagram 78 had chairs in either one First Class compartment (No. 1039) or two First Class compartments (No. 3058).
    Diagram 107 was a single carriage, No. 2761, XCG (1-5), produced in 1899 by the simple expedient in the shops of downgrading two First Class compartments of a newbuild Diagram 7 XCG (3-4) and refitting with Third Class seating.
    The Diagram 123 was an elliptical roof version of XCG (3-4).
    These came to 142 carriages between 1910 and 1912.
    There is no way to distinguish between Diagram 7, 78 and 123 XCG (3-4)s in the carriage roster.
    If I have to speculate, I'd say that the Diagram 78s were at Harrogate.

    Some XCG might have been held in sidings as spares or strengtheners (one explicitly so at Middlesbrough with a likely second one at Saltburn). Perhaps an XCG could stand in for an XC or WC as a strengthener. In my opinion there may have been significant numbers of redundant XCGs in the sidings for use as excursion carriages. the N.E.R. built carriages expressly for excursion traffic but these were not sufficient to cater for the traffic.
    Last edited by borderreiver; May 9th, 2020 at 03:19 PM. Reason: More to say

  5. #740
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    Default King Arthur Roaming in Northumberland

    Following edh6's post on some SR N15 King Arthur 4-6-0s being assigned to the north east in 1942 during WWII here is an N15 heading north in Northumberland on the East Coast Main Line with a freight train bound for Scotland.




    Passing Chevington station.

  6. #741
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    Default King Arthur Roaming in Northumberland II

    The N15 passing the north end of Chevington station.



  7. #742
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    Default

    Another great screenshot Frank. Your layout project looks to be coming on very nicely as well.
    Narcolepsy is not napping.



  8. #743
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    Default 1920: - Amble Branch - Township Crossing

    The Amble branch in northeast England during the steam era. TW Worsdell A Class 2-4-2T in charge of the branch train heading along the branch bound for Chevington station.



  9. #744
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    Default

    Very nice Frank, - I do like the Worsdell A Class 2-4-2T's. Very much a favourite engine of mine.
    Narcolepsy is not napping.



  10. #745
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    Default 1920: Amble branch

    Thanks Annie

    I have been tinkering with the material settings to make them look closer to the latest locos produced by edh6. Obviously not PBR good but part way there.



  11. #746
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    Default

    Well you've certain had good results from your tinkering since you've transformed the model's appearance amazingly well.
    Narcolepsy is not napping.



  12. #747
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    Default 1956 ECML Express Goods

    North East England during the steam era. The A2 pacifics were rather unloved compared to the A1, A3 and A4 Classes. A reputation for being "miners' friends" due to heavy coal consumption and rough riding meant that some foot plate crews would seek to change them for a standby loco when on passenger duty, such as stopping at Darlington on an up express in order to try and switch out for Darlington shed's A3.

    Here, 60512 HYCILLA of Gateshead 52A shed is working northwards with a down express goods train, so no release from torment today.




    Approaching Darlington from the south. The Middlesbough and Saltburn branch comes in from the left of shot.




    Passing Darlington South signal box.




    Passing the north end of Darlington Bank Top station.




    Running over the Stockton & Darlington Crossing to the north of Darlington Bank Top station.




    The northern environs of Darlington.

    Hycilla was a thoroughbred racehorse and broodmare, who raced during World War II and was best known for winning the classic Oaks Stakes during 1944. Commencing work on November 2nd 1946, the Thompson pacific would only have a working life of sixteen years and ten days. Initially allocated to Heaton shed (HTN), she would always be an east coast main line engine. Though transferred to Gateshead (52A) during May 1952 she would return to Heaton, by then 52B, during June 1960. The writing was already on the wall for East Coast Main Line steam and within the month she was transferred from Heaton to York North (50A), where she lasted for two years and five months, being withdrawn on November 12th 1962.
    Last edited by borderreiver; May 15th, 2020 at 10:52 AM.

  13. #748
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    Default 1922: - ECML Coal

    Northeast England during the steam era. Superheated P3 Class 0-6-0, number 2338, built 1921. Hauling a coal train from Bear Park to Ferryhill.




    Approaching Hett Crossing.




    Running past Hett box.




    On the curve for Tursdale Junction.




    Switching to the Up slow line at Tursdale Junction.




    Passing Metal Bridge to the south of Tursdale Junction.

  14. #749

    Default

    Quote Originally Posted by borderreiver View Post
    The 52ft Luggage Composite with 3 x 1st Class and 4 x 3rd Class compartments, code XCG or XCGV in the carriage roster, was built from 1896 to 1906. 138 examples in total, with only 1904 seeing none produced.
    picture
    Quote Originally Posted by borderreiver View Post
    Dear friend, please apologize me, disturbing your circles.
    Can you help me, where I can find this beautiful british rolling stock?
    - the composite coaches?
    - the bull engine?

    Thank You!
    Best regards


    Kind regards from Central Franconia, the North Side of Bavaria

  15. #750
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    Default

    Hello Cosplay

    The N.E.R. carriages and N.E.R. locos are payware -built for me by Paul Mace (barn700), who trades under the name paulztrainz.

    However, the Southern Railway engine in post #741, the S15 4-6-0 is on the DLS, built by edh6 (built by edh6 for for TRS2019).
    The blue spot fish van in white livery at the head of the train in post #747 is by evertrainz and is on the DLS (built by evertrainz for T:ANE).

    Other DLS UK content creators are johnwhelan, chrisaw, masontaylor, bobsanders, skipper1945, nexusdj, raywhiley, james73 to name just a few.

    Other UK payware content - Settle & Carlisle, Potteries Loop Line, Darlington works (Camscott).

    Regards
    Last edited by borderreiver; May 17th, 2020 at 01:43 PM.

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