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K14

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  1. Not plastic, but laser cut MDF building sections: https://www.lcut.co.uk/index.php?page=pages/hub&title=LCC Station&gauge=OO
  2. Not on W251 (but note painted dimensions data panel):— W6265W:— I agree that there's something going on with the disc, but not with the numbers. Single numbers make more sense to me than bespoke plates as it's just simpler. The GW were "penny conscious" so sending an order to the foundry for a couple of buckets of twos & zeros would be less wasteful. The Strange Yellow Circle is a route restriction symbol. Details as per @The Stationmaster's post. Centenary & Ocean Saloons at 9'-3" were Red Triangle & restricted to a very few routes. The examples I've seen were all cast (without a backing plate) & held on by three countersunk screws. Pete S.
  3. Sometime during the Lake era was the best I came up with - probably post WW1. They're cast iron & screwed direct onto the panels - I've never seen any with a backing plate. Pete S.
  4. https://wyewalker.com/railways-and-train-memories-of-the-1950s-and-60s-in-and-around-tintern/ Photos are all low res, but this one gives a view of the goods shed & weighbridge hut:—
  5. The Express Dairies livery was originally applied purely because there were good reference photos in one of Russell's wagon books. IIRC it carried a fleet number "42" as Hitch Hikers' Guide to the Galaxy was all the rage at the time. The ED error was repeated when I repainted & re-lettered it as someone (possibly the late John Hosegood) had talked ED's marketing department into funding the whole enterprise. Part of that funding was a requirement to apply their new logo to the tank ends. If we'd known it had been a UD tanker at the time, things may have been different (subject to getting sponsorship). A similar deal led to O.11 19818 wearing Foster Yeoman livery for a while - they stumped up for all the timber. Pete Speller. C&W Dept., GWS Didcot (lapsed)
  6. It doesn't show up in photos as the black keyline is only 1/16" for the 5" lettering & 1/8" for the later 9". I don't know if the BR variant was hand painted or if transfers were manufactured. If they were hand-painted, there's a sporting chance that the black keyline was omitted as it's a right fiddle to do. GW transfers certainly had it - see surviving originals on 4003, 4073, 2516 & 9400. Pete S.
  7. A Partition between a Third Class compartment & a Luggage compartment?
  8. Definitely WILLIAMS PATENT. I reckon there's a rivet at each end which throws the eye off.
  9. No/Yes. The verandah got done in unplaned softwood, the bodyside panels were left alone - replacing these is likely to be a major job, as they're usually a bit more involved than mere steel cladding. Me for one, I remember seeing it happening - c.1990-1992 ish. Pete S. C&W Dept. GWS Didcot (Lapsed).
  10. Oil lamps could be completely removed for retrimming, filling etc., & when taken out a wooden bung was fitted in their place. The trivet was to provide a stowing point for the bung when the lamp was re-fitted. This photo shows empty trivets, so no lamps fitted:— https://www.flickr.com/photos/25830408@N08/7644437904/sizes/o/ Pete S.
  11. May be earlier than that as the L(ift) and P(ad Exam) dates are both 9/10/45, & overall the paintwork appears to be unsullied. The coincidental dates suggest to me a Works visit rather than an outlying depot. Also:— Pete S.
  12. With the eye of faith I **think** that the pad exam/oil/lifting dates end '37' Any chance of a higher res scan of the solebar just above the left-hand axlebox (Ditto for the chalked inscription over the r/h box)?
  13. After a bit of Photoshoppery:— I'm convinced that it reads RSB with no ampersand. It looks like the writer has added a flourish on the downstroke of the R. Here's my very quick 'n' dirty attempt:— Pete S.
  14. I read them as:— Cleobury Mortimer (&) Ditton Priors Port Talbot Rhondda (&) Swansea Bay Port Talbot The 'S' is slightly unusual – at first I read it as an 'L', but I think that's because the tail of the B is almost merging with it. More samples required!
  15. Although earlier, this might help: "A Polarity Changer, of simple form, is embodied in the dynamo; it ensures the same polarity or direction of current for both directions of running. The brush-holder, O, at each side of the dynamo is mounted on an arm that runs out parallel with the shaft of the machine; and this arm, carrying a contact plate, M, at its end, is attached to a rocker, D (which forms the armature of an electro-magnetic clutch), allowing it to rock through a small angle in either direction of rotation. "When the dynamo starts, the friction of the brushes on the commutator carries the rocker over until the contact plates rest against the two switchboard brushes, L (one above and one below the line of the shaft), mounted on the small switchboard, N, at the end of the dynamo; this completes the circuits of the field magnet and the clutch coil. As the speed of the dynamo increases, it excites itself and also energises the clutch coil, E, which then holds the brush rocker firmly over, and ensures good contact between the contact plates and the switchboard brushes. At the stopping of the dynamo, the clutch is not released until the field current has fallen to zero; so there is no sparking at the contacts of the automatic polarity-changer." (Source: The "Liliput" Dynamo – General Instructions, J. Stone & Co, 1927) Pete S.
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