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IWCR

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  1. Recently an Ad has appeared right in the middle of the home page covering much of the information. Clicking on the close cross kills it but also kills the home page which reverts to whatever topic entry I last looked at. This is bloody annoying and like some posters above makes you anti whatever the ad was for. Pete
  2. THe various companies used the cardinal directions, ie "Southern", "Western", "Eastern" icorporating "London" into the regions names could mislead some thinking it was just covering an area of London itself. The LMS used the names of regions, no risk of any misunderstanding here retaing the London part of the name. Pete
  3. Correct Shingle. This was used until the end of steam. The Island had 2 sources of ballast. The first was shingle dredged from the approaches to Bembridge Harbour, this was a continuous exercise to maintain the channel, the harbour was railway owned and they had a steam crane with grab on a barge for this work named "Ballaster". This was also the reason that the old timber ballast wagons lasted until the end, an attempt post war to replace then with steel hopper wagons failed due to rapid corrosion from the salt water soaked stone. The second source was flint stone which occurs within chalk, much of this was from Shide Chalk Pit and ballast wagons were kept and loaded in the sidings adjoining Shide station. The Steam Railway (and Island Line) now use much better quality ballast brought over by road from the mainland however Shingle is still used on the IOWSR within station areas to maintain the original appearance. Pete
  4. At Keighley I think a problem may have been that the station platform and track used was still BR in the early days. This may have precluded the use of 4 and 6 wheelers into the station if BR wasnt happy for their use. Also as stated earlier there would be very few 4 / 6 wheelers about at that time in an acceptable condition for passenger use. Pete
  5. The coloured glass is on the signal arm itself. Signal lamps only need clear glass front and back. It is placed into a fixed lamp casting attached to the signal post which has a lens forward to align with the signal glass and a small bullseye lens to the rear for the backlight, (allows a visual check that the lamp is lit). Clear glass on all 4 sides would allow the lamp to be placed in the casting without any need to ensure it is in any specific alignment. Pete
  6. He did, he pulled over and stopped. Probably expected the train to move over and go round him. Pete
  7. I am fairly sure there was a Southern Railway rule that the vehicles after the brake were not to exceed 8 axles. This would allow 2 bogie vehicles / six wheelers or up to 4 four wheel vans. Obviously these would have to be fitted. Addition: The preserved van at the IOW steam railway is the correct type of LBSC van but is not an island original (none left), one side is lettered in the "Fish" livery, the other in the standard goods markings. Pete
  8. These situations are always difficult. Any rare item (such as these) should be restored. However it needs the finance , location and personnel to do it. For an individual this is a big ask unless they are relatively wealthy, it is also hard for owners to accept that this is actually now beyond them and it is better to allow the item to move on, (for these specific vehicles this has been accepted). For a preserved railway stored stock such as this without a realistic future and not really relevant to their operation or museum is a liability and a waste of vital siding space, many railways are in part responsible for this themselves in allowing such vehicles to be brought onto the site in the first place, however much of this was in early preservation days when there was a need to grab anything potentially useful. These can be restored and I hope they do find a suitable home, scrapping would be unfortunate, once something like this is gone the opportunity for its preservation is over. For common vehicles this is not so relevant and the loss of some could be beneficial (parts recovery). My local railway is now underway with the restoration to operational use of a carriage which has been on site stored for 46 years, this is a very rare vehicle and of relevance to the locality, it meets the collecting policy and will be a useful operating vehicle when complete, its time has now finally arrived. On several occasions in the past there was pressure to dispose of it, fortunately this was resisted. This vehicle would have been of little interest to anyone else in its condition and disposal would have meant destroying it. The 2 LSWR bogie carriages would not fit the collecting policy for this railway (which has more than enough future projects anyway) but there are other locations where they would be very suitable but it will need a realistic restoration proposal to encourage such sites to accept them. Pete
  9. The FYN goods brake probably went in 1927, it was grounded at a location with other vehicles withdrawn at this time. The IWC (ex Midland) brake was rebuilt with a second balcony for ballast work, this would be the most likely van used. At Brading you can justify pretty much anything, much of the older stock being withdrawn at this time was worked to St Helens Quay for breaking up, potentially some interesting trains reversing here. Pete
  10. Any sign of fixings on the timbers? Is there a nearby lifeboat station? One possible is there was a vertical mortar tube fixed to this which would take a rocket. Used to launch maroons (basically a large fire work) for a lifeboat call out in the days prior to pagers & cell phones. Two maroons were launched in succession hence possibly the need for two blocks. Pete
  11. The Penzance photos is as stated above of the former Trinity House Buoy store. The Buoys were moved by hand propelled rail trollies across the road and out onto the dock arm to be loaded onto the Tender. The Buoy store closed in 1989 however the rail link was by then disused with Buoys being moved by road trailer towed by a mobile crane. After closure the store was a Lighthouse museum up till 2005, I seem to recall seeing a rail trolley with a Buoy load on display. Pete
  12. I recall reading somewhere that when the Exeter - Okehampton - Plymouth line was closed to passengers there was an intention to retain a single track line throughout as a diversion / freight route. This idea was subsequently abandoned after the scrap recovery had made some progress with mistakenly lifting both tracks. A BR official made a visit to Plymouth with the intention of inspecting the route only to be told "to late, its gone" Anyone know if there was any truth behind this story?. Pete
  13. IOW would not be interested even if free. Wrong type of chassis. This sort of vehicle has limited preservation value, yes desirable to preserve some of each type but limited commercial use, useful as a store but needs to justify its maintenance & siding space. However it looks quite restorable if someone wants to put the time & effort in to it. Value "as is" would be scrap less transport & dismantling. Pete
  14. My local preserved railway bought several of these around 1980 as they were being withdrawn from parcel traffic, all were a dirty brake dust brown. Underneath the dirt they were blue however whilst working on them one was found to be still in BR green livery with only replaced planks and patches around the numbers painted blue. Yes as stated earlier a very common vehicle and seen everywhere across the country, also often used as departmental vans long after the traffic used finished. Pete
  15. The grabrails are actually brass in real life, no need to change material, yes they are polished. The prototype grabrails do vary slightly in colour depending on the exact mix of brass used from quite a yellow to more of a yellow / grey. Pete
  16. Staines Central had a large wooden shed. This was single track but could eaisly be modified to take a second A picture on this site: https://paulbartlett.zenfolio.com/stainescentral Pete
  17. re: SECR coach colours Many 6 wheel mainline coaches were modified to 4 wheelers for use on suburban services post ww1. These would likely have had a general refurbish and repaint at the same time hence these would be in the umber livery. Pete
  18. Re Underframe Trussing Some 4 wheelers were built with trussing, generally later (hence longer) vehicles but yes the majority did not have it. Some late build 4 wheelers also had steel underframes and these normally had trussing. What was common however was trussing being fitted when a 6 wheeler was converted to a 4 wheeler, an example being the many LCDR vehicles which were converted for suburban use around 1919. Pete
  19. Yes structurally separate bodies generally correct for wooden bodied vehicles. Steel bodied vehicles generally integral with the underframe. Yes most restored 4 and 6 wheeled bodies are on some form of more recent van chassis though some are on original underframes and at least one on a matching original van frame.. The IOW bodies shown above will be an exception to this , they will be on new timber underframes, this is in part due to them being to short for most steel frames and they are not intended for every day use. They are all original stock built new for the Isle of Wight Railway Company, one has been restored and is operational, see "Great Railway Restorations, Episode 2". The vehicle pictured at the top is currently under restoration, see the IOWSR Carriage and Wagon facebook pages for pictures. Pete
  20. Try offering the handrail stanchion into the indent and seating the blower valve (the thing on the smokebox end of the handrail) into the hole in the smokebox, the flange on this should be flat against the smokebox side. Looks like it the handrail may need gently pushing slightly back towards the cab. If the handrail stanchion wont locate into the indent then yes a hole is missing or blocked with paint, looks like a tiny pin on the stanchion which would need a horizontal hole. Checked my Terrier and it is fine but I dont want to go pulling at the handrail to see how the stanchion is fixed. Pete
  21. Re Routine maintenance. No, removal of the axle box is not required unless it has been damaged. The cover can be opened and the bearing and oil pad removed / replaced as need be, most routine work is just draining out any water, check the bearing is not displaced, check the pad condition and top up the oil. The box would only be removed if the wheelset was coming out or the journal needed attention, this would require a lift. Also some have a seal at the back to keep dirt out and this may need replacing. Occasionally a box may be damaged if the wagon has been derailed which can result in the axle box casting itself being broken. Pete
  22. If properly maintained the axle boxes and bearings should last the life of the wagon. The condition of the lubrication pad and ensuring the oil remains topped up and clean is the key. Some older wagons which originally had grease boxes did have these replaced with oil boxes but this was in the way of an upgrade. Also if wheelsets were replaced with a different type this may also result in the boxes being changed if journals were different. Pete
  23. The IWC brake van still exists, currently a garden shed on the Island. Has the double balcony and the interior still has the SR number on the wall. Yes on the IWSR wanted list. Pete
  24. IWCR

    Ryde Pier Head Box.

    Looks good. Being picky; Pier Head box worked a double track section hence would not have a token or train staff machine. Would have block instruments on the shelf over the levers though. Pete
  25. I also have not seen it for a long time however I believe it is in a building with displays intended for children. This has been shut every time I have visited, Pete
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