Jump to content


  • Content Count

  • Joined

Community Reputation

3,386 Excellent

1 Follower

Profile Information

  • Location
  • Interests
    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.

Recent Profile Visitors

742 profile views
  1. There’s an unconfirmed report of it being sold to a dealer and scrapped. Otherwise several sources stating that it was removed from its plinth around five years ago, destination unknown. In such circumstances, it might be hard to find someone knowledgeable - maybe an enquiry to the local municipal authority might provide confirmation. Then again, there’s always Epimenides’ paradox to consider!
  2. Depending upon how you look at it, a Czech class 498.0 or even a Polish Pu29 also have similarities.
  3. I've not seen works numbers quoted in the "usual places", even for the preserved D5705. However, my attempt to compile a works list for Metropolitan Vickers has an unallocated "gap" of 22 works numbers running between 991-1012 (inclusive). Confirmation would be most welcome, but my inference is that the 20 Co-Bos (D5700-D5719) could fit into this sequence. MV 990/1955 was a 2'1" gauge battery electric for NCB, Pleasley Colliery and 1013/1957 a 3'0" gauge battery electric for Rothes Colliery. This is the only such gap within roughly the right time period, but suggests that BR order was placed well before actual deliveries were made in 1958/9.
  4. The text halfway through explains that they succeeded, but the rest didn’t have such luck. In other words, the second half depicts a number of heavy impacts, if not fatalities.
  5. Not an example of misusing a crossing, tragically being wrongly advised.
  6. Yes, actually a predecessor of the 19 class, the 17 class. (I must have a different edition of Grunbach, with a different page number). The 19 class came around a decade later, also of similar long boiler design, but these came from the drawing boards and factory of Beyer Peacock. (That should come as little surprise as, though we tend to associate the long boiler arrangement with Robert Stephenson, by the 1870s BP were producing similar locomotives in both tender and tank engine versions for such as the Minho - Douro in Portugal and the Gävle - Dala in Sweden). There were certainly similarities to Stephenson long boiler locomotives serving the industries of the northeast of England (especially those assembled by Mort & Co with “wrap over” cabs), as well as those exports already alluded to.
  7. Loco Profile 10 “The Met Tanks” - recommended. I was going to mention it earlier. As Kevin says they can often be found cheaply secondhand these days - from memory I think it was one of the less popular issues. La Poveda sugar factory, becoming their no. 502 (originally Tudela & Bilbao no. 27 “AMURRIO”. No. 29 “IZARRA” was sold to Basconia steelworks in 1927 (becoming their no. 11), which is presumably where the photo in the first post was taken. Rhenische nos. 133-137 (BP 1043-1047 of 1871), named respectively “GRAVELOTTE”, “MARS LA TOUR”, “SEDAN”, “AMIENS” and “DIEDENHOFEN”. Why the French names? They were victories in the Franco-Prussian war. Two (134/5) were rebuilt as tender locos in 1892.
  8. Yes, I’m aware of a couple of societies that would love to “win” the auction, to keep the HCC collection publicly available - only that they had deep enough pockets.
  9. Excuse me being pedantic, but that’s an emu, neither a rhea nor an e.m.u. (I hasten to add)... Besides, wouldn’t a rhea (greater or lesser/Darwin’s) be expected to carry a red light?
  10. I don’t often buy Trains (Kalmbach) magazine these days, but the recent issue mostly devoted to the 150th anniversary of the “Golden Spike” ceremony at Promontory, Utah was too good to miss. Reading through that issue, it seemed rather incomplete without Don Phillips’ regular column. Now, I’ve been reading Trains for getting on for forty years. As long as I can remember, the “Potomac Pundit” column was a regular feature of the magazine. I watched as it’s writer’s portrait got older through the years. As could be expected from its title, Don did express opinion in his column, but often with valuable insight into the Railroading business in the USA and its political landscape. Sometimes the column was of little interest to those outside the DC bubble, let alone those of us across the Atlantic, but it was always well-written and clearly expressed. Don having disappeared from the latest issue, I feared that he had passed away and that I had missed a tribute in a previous copy. Apparently, I gather, the story is rather different. The pundit has been sold down the Potomac as his political opinions were at variance with the editor and staff at Kalmbach: gone, without comment. I’m not close enough to know the full story, but from distance find it rather sad that the magazine has ditched a favourite writer in the wake of increased political polarisation in US politics, when perhaps a disclaimer might have sufficed.
  11. John Fowler built and supplied many locomotives to the sugar industry in and around the tropics. The locomotive preserved at Nadi (JF 10656/1906) is quite typical of their products. For further information on their locomotives, a full works list was prepared quite a few years back by Frank Jux (who sadly passed away recently) and published by the Industrial Locomotive Society.
  12. Similar situation today with the usual three 4-car 378s (206, 209 and 232) working in conjunction with two 710s (261 and 262). As it would require six train sets to work a full service (fifteen minute intervals), there was still one gap of a half-hour where a third 710 "ought" to have been. I think it more down to a shortage of trained drivers as 710 264/5/6 have been observed test running on previous occasions. Open Train Times seems to suggest that a Thunderbird 37 was parked in the goods loop at Upper Holloway - but I didn't venture that far West to confirm (OTT has been known to have ghost entries in the Upper Holloway/Crouch Hill area).
  13. Another (slightly related) website, that I often find very useful as a key to identify items at specific locations: https://bestieboy.smugmug.com/Trains While the EL books are comprehensive in their coverage, the amount of detail given for each locomotive listed is minimal. Space precludes history of previous owners/locations (though movements since their first publication can be traced through a complete set of ELs and IRS bulletins, at least in theory). As AMJ says, the websites of preservation sites can often give this information (some are better than others). Additionally, the IRS handbooks (organised by counties or region) generally contain the full history, as known at time of publication.
  14. My personal observations are of little help, as I have only visited Argentina and that in 1992. At that time information was limited and quite a lot has changed since. Access to information is much better nowadays, but recent reports are still quite few and far between. Like London or Paris, Buenos Aires has several major (and minor) termini. It is worth visiting all of them to see their diverse character. They were built for the private railway companies (which were named for the national heroes, whose names crop up almost everywhere), who were responsible for separate systems and the three major gauges which are still in use. The largest of the termini is Constitucion, where the broad gauge of the former Buenos Aires Great Southern Railway begins). As Paul mentions, the complex at Retiro has three termini adjacent to each other (think Euston Road) - Mitre and San Martin are broad gauge, Belgrano metre gauge. When I visited, there were some preserved items displayed at Mitre, but from Paul's response they may be at another site nearby. To complete the picture, the "lesser" termini are Lacroze (Urquiza standard gauge system) and Once (Sarmiento, broad gauge). There was preserved stock at both when I went in 1992 (including that there was once a metre-gauge loco preserved at Once), but I don't know the present situation. When I visited, the railways had been nationalised into the Ferrocarriles Argentinos, but I understand that they are now operated privately. The situation with regard to train operation and locomotive stock appears from time to time in worldwide "gen" discussion groups, but it can be difficult to get the whole picture, particularly in regard of new supplies and transfers of second-hand diesels from Europe. Dealing more specifically with preservation and heritage, Argentina is a treasure trove of British equipment (among other things). The "larger museum" that Paul refers to is at Lynch, in the suburbs of Buenos Aires. It's the base of the Ferroclub Argentino and houses an extensive collection. While I have seen reports and photos taken by organised group visits, I'm not sure whether it is open and what arrangements are needed for private/individual visits. (Though I'd be interested to know!). A little further from Buenos Aires, there is a collection of locomotives gathered in Concepcion del Uruguay - again I'm unsure of access, but they appear to be stored in the open. Both of the above are concentrations of standard gauge locomotives, cranes and other stock from the former Urquiza system (one of the smaller concerns). There are also numerous broad and metre gauge survivors (and, of course, narrower gauges for anyone heading for Patagonia), but finding their present locations and status is difficult. From a list compiled in 1995, many were owned/set aside for the Museo Nacional Ferroviario, mainly in depots around the country. (For instance numerous locomotives were listed at Tafi Viejo [near Tucuman] and Cruz del Eje [near Cordoba], many appear still at those places - which unfortunately are well away from the route proposed). [Added 2] The broad gauge depot/HQ of the Ferroclub Argentino is/was at Remedios De Escalada (entrance Avenida 29 de Septembre, a district of BA), which is also houses a works/stabling point for diesels. Current status/accessibility not known. [Added] The same list records a North British 4-6-0 at Mendoza, but without giving a more precise location. The railway runs for a long way through and around Mendoza. Towards the outskirts at Palmira there is a large marshalling yard, while nearer the centre is Estación Mendoza, Espera De Vagones (according to Google) where there seems to be a depot full of withdrawn/stored/decrepit diesels. Turning to Chile, Santiago is home to the Museo Ferroviario Quinta Normal - an open-air museum display of restored steam locomotives. The highlight has to be the Kitson-Meyer from the Transandino Railway. A bit dated, but this guide (and location map) should still be helpful: http://www.lcgb.org.uk/html/santiagomuseum.htm Another site that is reasonably up to date and a helpful resource for both countries is this one: http://vapor-steam.blogspot.com/, however it is far from being comprehensive.
  15. Before asking more widely, I've gone back over some of the references. The Wikipedia page https://en.m.wikipedia.org/wiki/South_Western_Railway_(South_Africa) is very helpful. The book "24 Inches Apart" (Moir, 1963) has a short chapter and three photographs. (Two of the photographs are of the same train, delivering round corrugated iron tanks; there is an open "safety" wagon in front of the locomotive to minimise recovery time in the event of derailment). I can extend the table on the Wikipedia page in respect of the locomotive stock - adding works numbers and equivalent Whyte notation. Please note that the "Coffee Pot" article (linked no. 4 from your web page) has the wheel arrangement of the first two shown incorrectly. Number / Year / Builder / Works number / Wheel arrangement / Comment 1 1906 Orenstein & Koppel 1775 B1' n2t (0-4-2T) Wood fired 2 1907 Orenstein & Koppel 2240 C1' n2t (0-6-2T) Wood fired 3 1911 Orenstein & Koppel 4880 D n2t (0-8-0T) Wood fired 4 1934 Hawthorn Leslie & Co 2687 2'C1' n2t (4-6-2T) Ex-SAR NG 3 Nr. 4, 1907 Spark arresting chimneys would be fairly normal for wood burning locomotives, especially those operating in forested country. There are good, clear pictures of nos. 3 and 4 on pp 13-14 of this piece: http://www.historycape.co.za/files/7714/3783/3895/RHG_Bulletin_no_129_part_2.pdf Wikipedia mentions one of the locomotives being sold into industrial service in Witwatersrand. Despite various incomplete and overlapping lists, I've been unable to identify which one it was and where it went.
  • Create New...

Important Information

We have placed cookies on your device to help make this website better. You can adjust your cookie settings, otherwise we'll assume you're okay to continue.