SecretLeeds - History, culture and architecture in Leeds

Having not much to do yesterday, i felt a burst of creativity i had to fulfil, well i was bored really lol Annyway i felt inspired to hark back to my mispent youth way back in the 1980's. I thought it might be a good idea to pen a story about the demise of the British rail Class 40 engines. I've also included lots of info about the great train robbery, and added links to a video how they did it.There's lots of overgrown train grave yard pics, decay and rust e.t.c.If you've 15 minutes spare, then grab a cup of tea and take a look if you like.The story can be seen herehttp://www.flickr.com/groups/cfas/discuss/72157623309834879/I hope you enjoy!Cheers P     

excellent stuff mate.I cannot understand the national railway museum turning down 40126 the infamous 'Great train robbery' engine Now gone for ever

It's still possible to see old BR Diesel locos in various states of decay at Springs Branch, Near Wigan, access for photos can be got by going down Cemetery Road, Lower Ince, Wigan. There are (or were up to September) the remains of several BR Diesels down there.I remember about twenty years ago seeing the APT after withdrawal in Booths Scrapyard at Rotherham, I was there for work so I didn't have a camera. I remember someone had chalked "Save us from the perservationists" on it.

As a non- railway person, were these what they called the "Deltic"?.The shape seems the same.Quick personal quesion for you Phil, were you at school anywhere near woodhouse moor?

Keg wrote: As a non- railway person, were these what they called the "Deltic"?.The shape seems the same.Quick personal quesion for you Phil, were you at school anywhere near woodhouse moor? Hi Keg, the Deltics were very similar to the class 40's in design, a similar shape with the nose ends, they were both built by english Electric.The 40's were the work horses of B.R The Deltics were very much the race horses. Only 22 were built, they did the crack express trains until the Inter City 125's ousted them.No i didn't school near Woodhouse by the way.Cheers P!    

More good work Phill with some very evocative shots, although I must admit I prefer a Class 37 myself...

Congratulations Phil on another of your fascinating and well assembled features - wonderful pictures but so very sad. I've always been in complete awe of the huge diesels and, although not a railway expert, I like all the classes in their own individual ways. The 37s and 47s were handsome, and the 56s extremely so I thought - and I'd plenty of time to study them as I often waited with my bus at closed level crossings at Knottingley, Spring Lodge and Askern while they majestically and powerfully swept by with what seemed like enormous numbers of coal or other wagons in tow.When the special commuter train from Knaresborough to Leeds and back - consisting of two 37s and four immaculate Arriva BR class carriages - was prematurely withdrawn about four months early I quickly took a very amateur but nostalgic little video of the spectacle. As you no doubt remember, between the two local journeys , it worked to Carlisle and back. It was a marvellous arrangement, and to see the conductor on the platform at each station with red and green flags and a "proper" whistle before reboarding the train and slamming the carriage doors firmly shut was just a twenty first century dream !!

Diesels were fine on passenger work but struggled with somefreight,not from pulling power but 'brake force'compared to steam.Loose coulpled trains were fine hauled by steam locos,dieselsneeded more help in braking and in many cases required a proportion of wagons 'fitted'with brakes,vacuum usually but air brakes later.Some of the cross pennine coal workings of class40's(type 4 to the older ones amongst us)had brake tenders attached for additionalbraking powerAre there any photos out there with brake tenders ?

dogduke wrote: Diesels were fine on passenger work but struggled with somefreight,not from pulling power but 'brake force'compared to steam.Loose coulpled trains were fine hauled by steam locos,dieselsneeded more help in braking and in many cases required a proportion of wagons 'fitted'with brakes,vacuum usually but air brakes later.Some of the cross pennine coal workings of class40's(type 4 to the older ones amongst us)had brake tenders attached for additionalbraking powerAre there any photos out there with brake tenders ? So what about the electric cross Pennine workings on the Woodhead line, which after it closed for passengers was I believe used almost exclusively for hauling coal from the South Yorkshire coal field to Fiddlers Ferry Power Station at Widnes - did they have the same braking problems?

Trojan wrote: dogduke wrote: Diesels were fine on passenger work but struggled with somefreight,not from pulling power but 'brake force'compared to steam.Loose coulpled trains were fine hauled by steam locos,dieselsneeded more help in braking and in many cases required a proportion of wagons 'fitted'with brakes,vacuum usually but air brakes later.Some of the cross pennine coal workings of class40's(type 4 to the older ones amongst us)had brake tenders attached for additionalbraking powerAre there any photos out there with brake tenders ? So what about the electric cross Pennine workings on the Woodhead line, which after it closed for passengers was I believe used almost exclusively for hauling coal from the South Yorkshire coal field to Fiddlers Ferry Power Station at Widnes - did they have the same braking problems? NO- in the early days of dieselisation freight was still in the dark ages.Basically rusty boxes on wheels with 16/21/24.5 tons of coal.Steam had enough braking power to stop most loads when driven correctly.Diesel did not even at the weight of a class 40. Fidlers Ferry and the Aire Valley base load power stations(DraxEggborough and Ferrybridge were served by permanantly coupled air braked trains.(i.e.every wagon had a working brake),loaded under a bunker and discharged onto conveyer belts at the power stn. Known as 'Merrygoround working.