Stainless steel 6 wheel milk tank a rare sight of an example photographed at Washwood Heath, Birmingham 23rd January 2016. Once a common sight in Cornwall I believe that this example was one of the last types to be built, maybe someone can shine some light on the history of this wagon?
Any feedback would be appreciated.                    By Alan Peters 

Neil writes :-  Hi Keith,
 
I read the 1961 ‘Earth Slip Near St Germans’ report with interest, because the location and date rang a bell. The train in trouble was the 2C74 05.10 St Austell – Plymouth local hauled by NBL Type 2s D6302 and D6324 working in tandem (not in multiple due to different control systems between Pilot Scheme and Production locos). Both locos were damaged badly enough to require returning to NBL in Glasgow for repair. They came back later that year – D6324 in October and D6302 in December – sporting those rather ugly Mark I headcode boxes in lieu of discs, the first WR hydraulics to be so converted, but still devoid of yellow warning panels since these only started appearing from January 1962 (ignoring D845’s experiment). D6302 gained the yellow panels during a visit to Swindon Works the following August but it’s not clear how long D6324 ran without them. Both locos received oversized yellow areas compared to the rest. Interestingly they remained the only converted members of the class for around 3 years, rebuilding of the other disc-fitted Type 2s commencing from late 1964. This makes it possible to identify the loco approaching Shepherds station in John Thorn’s photo dated September 1962 (posted last year to the Chacewater – Newquay branch image collection) as D6324.
 
To illustrate how far ahead these two rebuilds were, the 13 D8xx Warships were converted between 9/63 and 9/65, and the D6xx Warships between 12/64 and 5/67 (2 ½ years to do 5 locos.….these Far West exiles were clearly not a priority!)
 
Best regards,
Neil Phillips

Many thanks to David Hayball for sending us in this photograph of the above staff from his collection, this the last of the current selection we have - if you have an interesting token or staff please send us a picture.

Additional Notes by Roy Hart - for which many thanks

LOOE AND MOORSWATER

The staff in the photo dates from as recently as May 1981, when Coombe Junction box closed. The key is for the Ground Frame points at Coombe.
The Looe line was independent of the GWR and the signalling was done by contractors (Saxby and Farmer, later absorbed by Westinghouse). The line was worked by electric tablet -like on the Southern; a heavy brass disc withdrawn from what looked like an enormous Victorian chocolate machine. The boxes were at Looe (inside the station building, levers and all) Coombe Junction and Liskeard Branch. Looe box was replaced in about 1920 by the rather sad little  hut in the photograph: it had 7 levers. The tablet instrument was still in the station building.
Looe box closed in 1964 and the line worked by wooden staff from Coombe -not the wooden staff in the picture, though.
Liskeard branch box also went in 1964 and the token instrument transferred to the main line box. The more modern token had replaced tablet working in about 1956.
The signal in the photograph is Terras Crossing up distant. Terras crossing had a 3 lever ground frame, operating two distant signals and the gate bolt. The lady crossing keeper had a repeater instrument and bell which warned her of train movements. The crossing became 'open' and the signals etc removed in the 1970s.
Roy

In 1964 all the ex-Southern lines west of Salisbury (Wilton, to be exact) came to the Western Region. Almost all were regarded as uneconomic and so heavy economies were introduced. To look at it pessimistically, it was just a prelude to closure. The great network of signal boxes with crossing loops on the North Cornwall and elsewhere were pruned: Otterham was the first to go and was followed by Dunsland Cross, Tower Hill and the rest. Padstow box closed and the points leading to the run-around loop put on to a new ground frame. The points at the buffers end had always been hand operated. The wooden staff applied to all operations between Wadebridge and Padstow.
The points at Wadebridge West were operated by the box there (at the level crossing).
Wadebridge boxes, along with Boscarne and Bodmin General, went in December 1967, but the Padstow section had been lifted by then. The staff in the picture was used only for the short period from 1965-7 and unlocked the GF at Padstow loop. I was on the last train from Padstow - GW Hawksworth coaches hauled by a class 22 (D63XX) which, of course, ran round its train at Padstow.  Many thanks to Roy Hart for the above very full answer.  N.B  The station at Padstow closed to goods w.e.f. 7th September 1964 and to passengers w.e.f. 30th January 1967.  The last train out of Padstow would have run on the 29th January 1967,

Mike Roach, a Plymouthian makes the following observations

​Hi Keith

A really interesting picture which I have never seen before. It was taken out of a window of the Continental Hotel ( now the New Continental Hotel) which is in Millbay Road. I suggest you use it and ask the owner to come forward and claim it

Lots of interesting things to note; here is just some of them, going left to right

The bulk of a cinema in Union Street. I can remember queueing here 60 years ago to see Walt Disney's latest film about Davy Crockett. Later it was the Majestic Ballroom and I can remember going there several times 45 years ago. Its now being advertised as The Revival Prayer Centre.

A water column with no bag; dating the photo after the end of steam.

Trucks being unloaded in the open; most were done much further to the left under cover.

The Roman Catholic Cathedral (top) with its tall spire.

Several Mk 1 coaches, including a Buffet Restaurant Car.

The Harwell Street dmu depot (top) used before Laira was built.

4 tracks coming down from Plymouth Station. The left hand arch, leading direct to Cornwall, appears to be trackless.

The carriage shed, and below it the large signal box

The Western Approach dual carriageway

The van, which is in Union Street and which passes under the railway in a long dark bridge.

Missing; not a single locomotive in sight

Hope this helps.

Mike                                                                       Many thanks Mike.

 Many thanks to Roy Hart for this additional information.  
Dear Keith,
I go for about 1965/6. The carriage sidings in the foreground replaced the old platforms in 1959. The Goods and Passenger lines to Cornwall junction were reversed at the same time (i.e. the main lines in front of the box, leading to the old platforms, became 'carriage lines'). The picture was taken after the opening of Plymouth Panel box (colour lights visible in the distance & Cornwall junction box missing).
The Cornwall loop indeed seems to be trackless; it went in 1964.
There are some Southern Bullied coaches, so trains are still running to Okehampton, I'd say.
Millbay box had 115 levers and closed in December 1969.

Roy

Extra information - with many thanks to Roy Hart.
This was, of course, the wooden staff for 'One Engine in Steam working between Goonbarrow Junction and Carbean/ Gunheath. The line was very lightly built and was restricted to the smallest locomotives. The Cornwall Minerals Railway used tiny 0-6-0 saddle tanks, often working in pairs. There was an engine shed at Stenalees.
Goonbarrow Junction got its name when the branch opened in 1893: previous to that there was a box there called Rosevear Siding. A small box (13 levers) called Goonbarrow Junction opened in 1893 and was replaced by the present box in 1910.
The line was worked in later years by Hawksworth 1600 class panniers and a pair of these were shedded at SBZ for this purpose, until 1962.
In October 1964, the double line from Goonbarrow to Bugle was taken out of use and Bugle box became Bugle GF. At the same time, wooden staff working ceased on the Goonbarrow and Carbis branches. Both lines were now worked as long sidings (regulation C2 working) and the Goonbarrow branch lifted beyond New Caudledown.
Roy