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Lord of Narnia

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  1. Is this where the vents above the window can be found. There is a slight overhang on the prototype but it appears to be exaggerated here. It can be filed without too many problems I would imagine. The vents themselves are not modelled so a strip of black lining should do the job here.
  2. I will be painting mine in the refurbished livery. The 1972mk1 stock was subject to several livery trials including the blue doors livery, upper blue panel (a 1967 stock car also also received this in combination with an interior trial) and the red doors livery (which was chosen as the corporate livery). Several mk1 UNDM made spare by the conversion of some units to 1967 stock were also used as an experiment.
  3. I’ve just been sent the first samples of 1967/72 tube stock which will soon be available from Radley Models. They’ve come out really well and the flush glazing seems to fit nicely. I will assemble and paint the first cars over the next few weeks. I shall be making them up as 1972mk2 stock.
  4. These train stops look great. I scratch built one as a test and it’s well worth doing. Not too difficult either. Modern trains have SCAT (speed control after tripping) to automatically limit the train speed after a deliberate tripping in such an instance.
  5. I note that the Hainault - Woodford shuttle has returned for the reasons stated however four car operation cannot start until perhaps March as the 1992 stock 4 car units do not have de-icing equipment! There has also been concerns that the shorter trains may get gapped on entry to Hainault depot on certain roads. This shows the complexity of running shorter trains which sometimes outweigh the rather obvious reasons for them. I remember many years ago now after the last Chesham shuttle ran but when there were still plenty of A stock left it was reinstated for a weekend during engineering works! The bay had to be restored and the conductor rails cleaned. Unit 5092-6092-6093-5093 performed the honours. Strangely unit 5090-6090-6091-5091 had performed the last official shuttle in 2010 before the timetable change! From a modelling point of view there are often opportunities to run shorter trains (apart from the fact it’s your layout and you can do what you want!) in engineering duties. For many years there was a four or five car Rail adhesion train (RAT) of A stock which is now formed of D stock on the Met. The Central line has a 5 and 8 car 1959/62 RAT and even the Piccadilly has two 3 car 1973 stock RATs now!
  6. An extra set was ordered for the now deferred Croxley link project and this was an 8 car train with S7 seating. The reason for this is the manufacturing lines for the S8 trains had been dismantled so it was only cost effective the make a longer S7 train. Several years ago there were three S7+1 trains on the Met (ie S7 trains destined for the other lines given a spare S7 car to make up the numbers). I always felt dismay watching them plod up to Amersham/Chesham! Back to the Central line uncoupling which ended in the late 50s or early 60s partly due to a couple of fires originating from the shed receptical boxes. Previously standard stock on the central was formed M-T-T-M+M-T-T-M and these were split into two four car units. There were some 7 car units too (M-T-T-M+CT-T-M) as there were not enough cars to make up all trains to 8 cars. When uncoupling was abandoned the issue of having a large space in the middle of the train where the equipment compartments faced each other was solved by changing to this formation: M-T-M-T-T-M-T-M and the middle motors (with M stock stencilled to them) had their shed recepticals removed. As shorter trains had generally been on the decrease since the late 1930s many standard stock control trailers had been converted to trailers. The 70 on the Central had their equipment removed and four additional seats placed in the former cab area.
  7. The F stock looked pretty modern despite their age didn’t they? The C stock of 1910 vintage included D and E stock from 1912-15 which was classified as H (handworked door) stock. It also included trailers of L, M and N stock until they were converted to Q stock in the early 50s. CO/CP stock also replaced the Q stock in 1971 but lasted only lasted a short time until the tube stock took over. I believe a 6 car CO/CP stock was tried but platform lengths and stabling at New Cross depot were a hassle!
  8. I believe the summer of 1980 was the last time A stock was uncoupled. T stock usually ran as either 6 cars in the off peaks with additional trains of 8 cars in the peaks. After the war the T stock no longer uncoupled. The F stock usually ran as 8 cars on the Met (7 cars on occasion if there was individual cars missing for maintenance as the stock allocation was tight). P stock like the T stock ran in 6 and 8 car formations (with the odd 7 car post 1947) I don’t think they uncoupled post war either but the original plan was for the 25-28 trains to run as 6 cars and add 2 cars in the peaks. All uncoupling was cancelled during the war and gradually returned in the 1950s except the Northern City Line as stated which retained uncoupling until 1964.
  9. After electrification beyond Rickmansworth in 1960, I believe a Met-Vik loco and steam stock set stabled overnight at Chesham ready to operate the first morning through service. There was also a curious arrangement after the peak where a spare loco would be placed on the back of a steam stock train and detached at its drop off point leading to a train top and tailed by electric locos!
  10. Thanks. You can put the motors in the metal cars for extra traction - I’ve done this with my A stock.
  11. I know Phil at Radley Models has run out of kits of O/P/Q38 stock and the moulds are knackered. Thankfully I am currently re-engineering for him the flare sided stock to improve what was a nice kit. I’m sure they will be released early in the New Year. Apart from making the bodies closer to the prototype I am also making the correct under frame equipments for the Q38 and R stock driving motor. Phil already does equipments for O/P Metadyne stocks and CO/CP stock PCM equipments. They might not be on the website but he has them. Back to the layout, Baker Street would be a great layout with fantastic variety of stock in the late 50s/early 60s. I am building a model based on Harrow on the Hill in the late 30s-50s which can also be set in the early 2000s! Good luck
  12. Looking good. This class 166 to 165 conversion is also on my list! I was going to make my own transfers on the computer and print them onto inkjet transfer paper. I’ve done it before. Good luck.
  13. I paint plenty of resin underground models and I use the Halfords grey primer which works well. I have also resprayed several EFE models starting with the primer first up.
  14. Peter, another good book to try is Brian Hardy’s underground train file surface stock 1933-1959. There are quite a few details on the fleets used by the Metropolitan. The saloon stock fleet was built in several phases. You are correct that the the surplus cars (due to short platform lengths) from the 1904 batch (ordered from Brown Marshall in 1902) where incorporated into the next 1905 batch. They had wider windows than the first batch and they set the tone for subsequent batches. Because these spare cars had gated ends several of the 1905 trains were also delivered with gated ends! There were no driving trailers in the 1904 batch, these were subsequently added by removing the controls from the rear of the 1904 motor cars. Initially uncoupling was not possible in service as bar couplers were employed but these were replaced with knuckle couplers as said. The first two batches both had British Westinghouse equipment (BWE) but this was quickly found to be unreliable. A later batch of 1905 cars for the Hammersmith and City, Met and GWR railway used British Thompson Huston (BTH) and this was found to be more reliable. The Met then ordered several additional trains with BTH equipment in 1906. The earliest cars had clerestory roofs but from 1913 elliptical roofs were provided. This batch being copies of the earlier cars. I believe this included the seating layout. This batch had a mixture of BWE and BTH equipment, the latter including bogies coming from the MET electric locos 11-20. The final new batch of 1921 cars were totally different in layout and door provision with three sets of double doors (like the S stock) and no communication doors between cars removing the end vestibules. Ultimately end doors were added during 1933-34 for the Circle Line rehabilitation. Traction equipment and bogies for these cars came from the original MET electric locos then being phased out. Hope that helps- sorry for the essay!
  15. Couple of corrections V stock (all 1904-13) cars operated till about 1940 W stock (bogie stock with MW motor cars) there was a working until 1942 H&C 1905 stock I believe ran till about 1940 (some was reintroduced to cover delayed deliveries of P stock).
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