Jump to content


  • Content Count

  • Joined

  • Last visited

Community Reputation

1,325 Excellent


Profile Information

  • Location
  • Interests
    LNWR/GWR Joint Lines

Recent Profile Visitors

874 profile views
  1. Mikkel I’ve only ever seen one and it’s this one I bought off eBay. I’ve had it a few years and do seem to recall seeing it on a list somewhere. I’ve not seen it since so it could be withdrawn. I think it’s the only complete kit ShireScenes did. It is listed on the GWR.org.uk website! http://www.gwr.org.uk/kits4coacha.html
  2. Continuing the construction of stock for my pre-grouping layout, focus has turned to coaching stock as I need something for the locos to pull. In the Summer of 1912, apart from the odd postal, parcel or fish van, the vehicles in the North to West expresses were all 8 wheel. The local trains that shuttled up and down, between Hereford and Shrewsbury and some of the intermediate junctions such as Craven Arms, were mainly 6 wheel trains. But the longer distance local services were 8 wheel non-corridor stock. There was a daily LNWR through carriage from Cardiff to Newcastle (and bac
  3. This close up of a brake van and horse box at Exeter in 1914 has answered some queries for me. The first was whether on the long-distance through trains, the corridor connections were made and remade every time the train was shunted and remarshalled. Well this proves they were maintained. The other is, I had the impression that the corridors were always on the same side of the train. This proves they weren't as the two LNWR coaches are orientated differently. It's odd that a GW brake van is connected to two LNWR carriages; so you travelled in
  4. I've used Mainly Trains underframes combined with the Brassmasters cleminson unit to produce 6 wheelers from Ratio bodies. The Mainly Trains uframe was designed for the Ratio kits and includes Buffer beams, cast springs and axleboxes (only 4), solebars. I've found the footboards to be too wide for my needs as they can foul the platform but that's easily solved with some tin snips in my case. The Mainly Trains range, designed by Iain Rice is now with Wizard/51L. No connection etc.
  5. I see that the errant door has been bricked in and a post box added where it would have been.
  6. That's highly likely. After Exeter who knows?
  7. On page 101 of A Great Western Gallery there is a pic of signwriters at work in Swindon. 2 completed signs read "TORBAY EXPRESS" and "BRISTOL, SHREWSBURY & MANCHESTER (LONDON ROAD)". What the 3 signwriters are working on reads: "SWANSEA, CxxxxxxxEWxxxxxBRISTOL, EXExxxx". The last word is presumably Exeter, there is space on the board for one or two more. Don't know if this helps at all. Not all the coaches on the North to West Expresses ran to Plymouth. Some ran to Penzance and some to Kingswear. I have pics of LNWR stock at Penzance.
  8. Not always true. I intend to run my layout to time and as there were on average less than 4 trains an hour I think I can cope with the fiddle yard demands. Others have clocks on display such as the awesome Southwark Bridge, also set in 1912 and based on traffic through Waterloo, This video is from the September 2020 virtual Scalefourm. This has more trains per hour and 3 clocks Southwark Bridge Scaleforum 2020 Part 2 - YouTube
  9. On re-reading the appendix I was reminded that guards had to keep journals and record every train. That included foreign wagons both loaded and empty. If such a journal still exists then that would be a precise record of what actually happened.
  10. Thanks for that and this may be true of other lines but I have no knowledge of them. However, the WTT of the Joint Line is quite specific in the notes for such goods trains as to which trains (every train was numbered) they are to shunt out of the way of and that was built into the timings. They were also allowed considerable time at some of the larger stations for work. For example the GW down local goods was allowed an hour and ten minutes at Leominster. This was a main line though, far from busy, they could not hold up traffic. So the instructions stated that if the work at a
  11. That I do not know but possibly. Both these vehicles were used to carry small consignments that had been transferred (transhipped) in large depots. The most famous was the LNWR tranship shed at Crewe
  12. Whilst on the subject of traffic, I've mentioned that there were about 90 trains a day timetabled, that's less than 4 an hour. If you eliminate the conditional goods trains, it’s down to 80. The traffic at Berrington & Eye was not exactly intensive. During daylight hours there was roughly one stopping passenger train an hour, 2 if you were lucky - one in each direction. The first of the day was the 06:47 but that only took you as far as one station, Woofferton, from where the train worked the Tenbury branch all day returning to Leominster at 21:05 but not stopping at Berring
  13. I have supplied information in that direction previously though one being a club layout I am led to believe that the members wish to run their stock whether appropriate or not. Bucks Hill is another that springs to mind which, whilst superb, also has a lot of guest appearances. Too much of a purist, I am probably quite rare in my adherence to a strict time frame though Martin Finney's Semley is also set in 1912 (July). I did point out to him once at Scaleforum that August 1912 was and still is the wettest, coldest and dullest August on record so would need to be modelled in the
  14. Yes it is the LNWR/GWR Joint Line. There were 4 local goods, one up and one down for each of the two companies. A quirk of the timetable had the Down L&NWR local goods arriving within 14 minutes of the Up departing Berrington & Eye. One arrived at Woofferton, he next station, as the other was leaving at 12:05. The Down LNWR was CR (call as required) at Berrington and Eye. So B&E only got 3 stopping goods trains a day. Only the GWR trains were allowed enough in the time table to shunt. The Down GWR local goods left Shrewsbury at 07:20 and was not scheduled to arriv
  • 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.