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EddieB

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    Essex
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    Mainly interested in "real" railways - locomotives and railway history, domesic and foreign. All types of traction, all gauges, main line and industrial systems. Photography.

    Recent RTR models are reviving a dormant interest, but never to be taken as seriously as before.

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  1. Had there been another Peppercorn A2 then it might have become 60540, as the class series ended at 60539.
  2. EddieB

    Rural Rides

    No please keep them coming! This thread is fascinating on two levels, the subject matter itself, but also the cameras used to take these excellent shots. Now I guess sourcing 120 roll film isn’t so hard (and corresponds to the 620 film that would have been used originally), but at least one of these appears to have been taken on 127 stock, which is pretty rare. Most look to have been taken with a yellow filter. Out of interest, is that the case, have the image scans been tweaked, or is that the way the films have been processed?
  3. Numbering/histories are also given in a series of books by John Davies. A few notes on North British locomotives constructed for France during WW1. Some of the P-O 4-6-0s went to Morocco, whilst one wasn't returned after WWII and went to/stayed in East Germany following partition. There is also another surviving 140C, making eight in total. 140C.38 was built by Vulcan Foundry for Artillerie Lourde sur Voies Ferrées (ALVF) in 1919, becoming a PLM locomotive. In addition, North British also built 30 2-8-2Ts for P-O (again several later going to Morocco), but with a further fifty sub-contracted to Fives-Lille (for which North British had allocated their own builder's numbers). These became SNCF class 141TA. The sole preserved example (at Mulhouse) is from Fives-Lille production. Finally, among other builders, North British supplied fifteen 600mm gauge Péchot-Bourdon 0-4-4-0T to the French Government in 1915.
  4. Unfortunately Platform 5's website has long been awaiting books for sale. Their book adverts in Today's Railways and book catalogues tend to list only recent titles, when there are often stocks of older publications still available. They can also source "in print" books from other countries - which can be useful if those countries have high postal rates for shipping to the UK. France tends not to be one of those high shipping countries, and I'd also recommend Le Train website: http://www.letrain.com/component/virtuemart/librairie.
  5. I’m not sure how you’ve calculated the sizes, and whether you’ve made adjustments, but it looks to me that the van is standing half in, half out (check the shadows) of the goods shed. As it’s an enlargement of a section of a photo, it suffers from an exaggerated perspective (similar to telephoto compression), such that the facing end of the van is relatively larger than the opening of the goods shed. If you compare the carriage on the right, which spans a longer space than the van, there’s quite a big difference between the facing and rear end heights as they appear in the photo. Now you could be really clever and apply a bit of triangulation to tighten up the measurements from the photo, but I’d suggest that it would be easier to stick with the dimensions on the drawing you have. Besides, unless you can be certain that all your stock will be of scale height, you might find lowering the measurement might lead to problems later on.
  6. I liked the oversized Romford axle nut driver, but shame that the signalman seemed short of a few spanners!
  7. Even by 1978 (the year after steam finished in the West) photography was generally tolerated in the East, due in large part to the number of enthusiasts crossing over from the West. They did seem to concentrate on Saalfeld, which I visited then (and shed-bashed shortly after unification), where there was a much greater chance of getting in each other’s way than into trouble with the authorities. Saalfeld was about my last stop on that trip, and seemed strange having come from other places with steam activity (Berlin, Leipzig, Harz) without seeing other photographers, but without hassle (though I doubt our moves weren’t followed and recorded). In fact, the first other person I encountered taking photos was on the penultimate day, a Dutchman sharing in the sight of a class 65 at Altenburg.
  8. Amazing scenes when the news was interrupted with pictures no one could really believe. Having crossed into the DDR in 1978, it seemed unthinkable that the Wall would be pulled down just a few years later. Those were the days of visas, petrol coupons, autobahns off-limits to the ordinary folk, exchange controls and pre-booked overnight stays (we were camping). People were friendly, if slightly reticent of speaking to Westerners and were fascinated by a car with a steering wheel on the wrong side. Driving round Berlin was a strange experience. Take a wrong turning and find that the road was a dead-end where it had been bisected by the wall. Going back soon after unification, it was quite poignant to see places where the Wall (and the death strip in the middle) ran right at the back of houses. Worth visiting the Checkpoint Charlie Museum and to read the colourful accounts of those who managed to cross over. I can’t remember the location, but I found a model shop somewhere in Berlin. Prices were modest and I came away with various Piko locomotives and rolling stock including an 01.05 Pacific, G8, E44 electric, br 120 (M62) diesel and a Czech M131 railbus.
  9. Awaiting the Dutch version - Rotterdammerung (twilight of the docks).
  10. An awful tragedy in Pakistan sadly so reminiscent of the shocking conflagration that occurred in Egypt several years ago. The fire appears to have been started by two portable stoves, with cooking oil adding fuel. Although banned by the railway, many passengers still carry stoves to cook their own food, blaming the cost of hot food provision on trains and stations. Other dangerous practices, such as roof-riding, are still commonplace in Pakistan. The death toll is likely to exceed the 74 currently reported, and includes many who jumped from the moving train, which is said to have not responded to activation of the passenger alarm, spreading the fire even further. (The railway authorities contend that the train came to a stop within three minutes, against up to twenty minutes claimed by some passengers). Of those burned to death, many of their bodies are unrecognisable and DNA testing will be required to establish identity. https://www.bbc.co.uk/news/world-asia-50245090
  11. Sounds like you’re quite a way down the track already. For locations, the latest Industrial Railway Society’s “Existing Locomotives” edition 18EL has a useful index of builder’s numbers to pages/locations. However the book does not give current status, nor does it include examples that went abroad (Belgium and Holland).
  12. Hello PGG and welcome to RMweb (though it feels like we’ve met before!) Based on your identification of the works number, the Cockerill at Charleroi appears to have been supplied new to Arbed in Luxembourg, being numbered successively DH-1 and 115*, before being sold on to George’s et Cie. in 1984. *According to one list, however other sources suggest Arbed 115 was another (later) Cockerill locomotive.
  13. The loco from High Harrington appears to be one of the Andrew Barclay 0-4-0STs supplied new to the Harrington Iron & Coal Co. (1875-1878) - but hard to tell from the thumbnail image. Do you have a larger scan?
  14. Bittersweet (explained in the obituaries thread). Thank you for sharing these here.
  15. Thank you Jonny for sharing your wins here. But, as others have said, what a great pity that the collection is being rent asunder, some (hopefully) going to societies and individuals who will continue to keep HCC’s legacy alive and widely available, but some to be further separated for the sake of a quick return on eBay. It’s the Dusty Durrant fiasco all over again... I see for some of my favourite images, that I bought as postcard prints “on approval” from HCC many years ago, the negatives have gone to a new home in the previous auctions.
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