Brassey

What is the impact of this on the lever frame?

Surely further evidence that there was never a GWR "brown" period only "rich dark lake". "Dark Lake as before but was not varnished so thoroughly and has been quoted as 'brown', possibly due to weathering. " And again evidence that lake weathered to brown with poor varnishing

The Standard Goods is stalled whilst awaiting the restart of High Level to supply a gearbox. The standard 1.5mm bore RoadRunner should be an OK fit with a 1220 motor but I don't have one at the mo. In the meantime the Beyer Goods has progressed. I finally bit the bullett and the wheels were removed and the axles trimmed down by about 1/2 mm. I also repositioned the compensation beams to raise the running plate height and give more movement to the hornblox. It now clears the platforms and loading dock, just! Smokebox door fitted. The tenders are well on their way too:

As per the OP, Brassmasters sell a 2500 gal tender which is correct for the earlier DG

The CoT tender was 3000 gall whereas the earlier Dean Goods ran with 2500. However some RTR Dean Goods were coupled with 3000 gal tenders so, for example, the High Level Dean tender chassis is for the 3000 gal version.

Does the boiler have etched boiler bands? If so you should protect them with some paper from being squashed when rolling

I have successfully rolled a number of boilers, both kit and scratch, with my GW roller bars without annealing. I followed the practice of Geoff Holt as per his series of books on loco construction published by Wild Swan.

This is the reverse. Item is listed on ebay where I spotted it. Obviously the LNWR were into recycling

And back again...

Derek your pre-grouping Midland modelling is superb too and some of the best I've seen. It has been inspirational to me as has London Road. Peter

Received wisdom is to use a ruling pen angled almost flat against the panel. Easier to do than explain. I, and a number of others, use gloss yellow Humbrol 69 mixed with Humbrol 7 cream (recently I think I used Humbrol 9 Tan in the mix)

And they had a gold line surrounding them

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 I’ve not seen it since so it could be withdrawn.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

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

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

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.

I see that the errant door has been bricked in and a post box added where it would have been.

That's highly likely. After Exeter who knows?

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.

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

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.

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

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

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

IIRC there was a severe drought in 1911