Jump to content

GWR_Modeller

Members
  • Content Count

    85
  • Joined

  • Last visited

Community Reputation

30 Neutral

Recent Profile Visitors

262 profile views
  1. Are these true is a non ideal situation or does the real world get in the way. Steel track and steel tyres presumably deform very little but in the movies the way to get a good wheel spin in a car chase is to lower the tyre pressure, the total weight of the car does not change but the area of tyre contact does and it slips more easily, what causes this?
  2. What about braking - do the same principles apply? Were bogies and tenders braked and how did this improve stopping?
  3. Well you have to remember that US, metric, Imperial and Great Western sizes are all different so 6' by 6' in WSG is big enough by any other measure.
  4. I think I asked a similar question a few years ago and was told they were denim ie cotton. But from the way they hang I would say thinner than jean material. Two piece not overalls and I know I have seen a picture of a bibbed set with a pale shirt and once a crew member with a tie, I do not know if it was posed.
  5. http://www.gwsbristol.org/hothbuild.html Try this site, they mention dimensions throughout and given references at the bottom. P
  6. Interesting, I had assumed the measurement was between centres, now you mention it the term span is clearly not that, so is there a simple term centre pier to centre pier?
  7. There are viaducts without refuges I presume these were either built before any requirement or were wide enough that no refuges were required. I have looked at pictures on wikipedia and not found so far mention of width, sometimes only whether double or single track but wikipedia does mention spans. Of the ones I have looked into more closely and considering most have only one visible side only the refuges are 120 ie 3 40' spans; 100' ie 2 50' spans apart; 200' ie 2 spans of 100' but staggered either side so 100'. What I have not worked out is the position of the refuge on the other side of
  8. Hi, I am building a model of a railway viaduct for a 1930s layout. I would like to add the alcoves in the parapet which allowed workers to get out of the path of trains, I presume they have a specific name? I have not found a diagram specifying the distance apart. Can anybody tell me what was required? I presume the regulations changed overtime and I have seen one picture, pre war, where the alcoves on a viaduct have been recently added or rebuilt evidenced by the different tone of brick and white mortar. The alcoves in that case on each side were staggered. Presumably th
  9. I bought a book Great Western Travelling Post Office jg hosegood wild swan. There are some diagrams on the internet, I used google and searched for tpo, travelling post office nets or something like that and found http://www.bpodmore.co.uk/projects/ground gear.htm A video of Didcot travelling post office operating is on you tube. Some general diagrams at http://www.greatwestern.org.uk/coach_draw.htm
  10. I do not think there is any disagreement about the advantage in being able to apply a vehicles hand brake from both sides. But the explicit ruling against being able to release it from either side would in principle require there to be some disadvantage, or perceived disadvantage, in having that ability. Being able to organise a workplace and tasks in such a way that there is no benefit in having a brake releaseable from both sides would remove the benefit of such a brake but is it not a significant step further to actually prohibit it? It is interesting the exception
  11. Might it not be the case that in forming a train the wagons might be assembled over time and shunters working on different side would have applied brakes differently? Or were yards so flat that the major purpose of hand brakes use was prior to descending inclines on running lines?
  12. Dear All, I have been reading around the subject of goods wagon brakes in the time period indicated by the title. In the 1900s the BoT approved a rule which, in the end, required railway companys by 1938 to comply with a requirement that hand brakes on wagons must only be able to be taken off on the side on which they had been applied. Can anyone explain to me why this requirement was made? I understand the GWR had a problem in that the DC series of brakes could be taken off from either side and this is a reason they switched to building wagons with Morton hand br
  13. Hi, I have browsed my books and the internet for freight trains in London. Almost every Southern train seems to have a number but I have yet to find a GWR one. P
  14. Hi, Thanks for the suggestion. I have read the suggested thread and followed a couple of links from those posts. The target plate is described as white with black writing and seem to be a letter over numerals - in South Wales- and there is a list. Reference is also made to shapes other than round. I have also looked through some books regarding South Wales and now found several of these targets in colour photos. The targets look to be 12" to 14" diameter. The dates are firmly BR days rather than GWR, this latter being my area of interest. In several the discs are yellow althoug
  15. Hi, Attached below is a partial image of a GWR freight timetable for London from Tony Atkins Goods Train Working Vol2 pg 151. The first column of the timetable lists a Target No. The text does not refer to this timetable directly but several pages earlier refers to "Target Plates" which were carried on the front of "Control Engines" working from South Wales collieries to the docks, presumably it helped route the untimetabled traffic. I have also seen a similar, but mostly empty, column in another timetable but cannot remember which. I presume similar "Target Plates" mus
×
×
  • 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.