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Fat Controller

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  1. In 00, you have a choice of the Oxford Freightlifter and the Corgi Coles crane.
  2. Just had a quick look. Cambrian do the BR Bolster D in various guises, including one that resembles the former LNER type. Coils were also conveyed on Boplates and Boflats. The former is available, the latter could be converted from a Boplate.
  3. Bogie Bolster D; the one nearest the camera is an ex-LNER 'Quint', I believe. I believe Cambrian do kits for these. I'm trying to work out where the photo was taken.
  4. This loco, along with Barclays and Pecketts of similar conception (though without cabs), worked on the 'landing', from which the open-hearth furnaces would be loaded with scrap, pig-iron and lime. Like pit-ponies, they only saw daylight for a couple of weeks a year, unless they needed repairs. At this time, the operator was the Llanelly Steel Company; a company called Duport took the works over in 1960. The steam locos were replaced by Clayton Equipment diesels in the late 1960s.
  5. I recollect my HD one having flangeless centre wheels and DC brakes.
  6. The Llanelly Steel Company (later Duport) had some specially built Barclays to work on the 'Landing' :- https://www.google.co.uk/imgres?imgurl=https%3A%2F%2Fwww.rcts.org.uk%2Fphotographs%2Farchive%2F380%2FFAI%2FFAI3487.jpg&imgrefurl=https%3A%2F%2Fwww.rcts.org.uk%2Ffeatures%2Farchive%2Fimage.htm%3Fimg%3DFAI3487%26jpg%3DFAI%2FFAI3487.jpg%26srch%3D%26page%3D2&tbnid=JxMavM9--X0KrM&vet=12ahUKEwjb6cb1msXsAhUPwoUKHRqsDXoQMygFegUIARCbAQ..i&docid=s0w0VUX0WjSZ2M&w=320&h=208&q=Llanelly Steel Locomotives&ved=2ahUKEwjb6cb1msXsAhUPwoUKHRqsDXoQMygFegUIARCbAQ
  7. The town and railway co-exist like that because, when the westward bound railways were granted their line-of-route by the government, they were also given land on either side, specifically to build settlements.
  8. You could simply put used blades between two bits of corrugated cardboard, and wrap round with parcel tape.
  9. Just looked at the Diagram on the Barrowmere site. The prototype had 1 metre (3'3") wheels, so 13 mm is pretty close; certainly closer than 12 mm or14 mm. http://www.barrowmoremrg.co.uk/BRBDocuments/BRFreight1Issue.pdf
  10. You'd be pushed to get anything more decrepit than some of the BR stock used to carry anthracite duff. I know of one that shed a large part of its body, following a hard brake application at Sandy Bridge, Llanelli, whilst I have previously mentioned those that lost large chunks of bodywork to the scrap magnets at BSC Landore. A lot of NCB I/U stock was relatively modern, some being purpose-built, others acquisitions off the 'big railway'. Some of the latter were virtually brand-new.
  11. Surely, the distinction is that internal-use wagons are not authorised to run on the national network, whilst 'normal' wagons have been approved and registered. It's not to do with the size of the private railway, but whether the stock meets the requisite standards, and has been accepted as doing so by the Railway Undertakings. Approved stock carried a cast plate, with the vehicle ID, and the identity of the approving body (initially, the railway companies, then the British Railways Board; not sure who does it now, I believe it is an authorised Vehicle Approval Body.)
  12. Wagon-load traffic lasted beyond the demise of Speedlink, with the services intended to carry non-containerised freight to and from the Channel Tunnel. What did disappear in the late-1960s was the less-than-wagonload 'Sundries' traffic, and the associated Collect and Delivery road service. This was ceded to National Carriers, who maintained some rail services into the late 1970s, but soon became a road-only operation.
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