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  1. The text and diagram I referred to are clear about the galvanised wire trays however I cannot imagine the fruit was put on them loose and I don't think I suggested that, rather I think they were edged shelves to stop the containers of fruit falling off during movement of the van. I imagine the wire shelves might have been something to do with cost or weight or much more likely they were to permit the circulation of air although once they were packed the effect would be less. Some images of historical picking show strawberry containers which do not appear to be designed to be stacked stablely filled and include 'trugs' and shallow round wicker baskets. They are also often filled above the rim. Of course it is possible the containers seen in field weren't used for transport and the fruit was repacked. If not it seems obvious the trugs baskets etc would have be put on shelves to fill a wagon. Early post war images show both larger punnets with handles and punnets in trays which if the handles folded might be stackable and even later the standard wooden friut tray with triangular corner posts can be seen packed with punnets. I remember these before they were replaced by the heavy duty reuseable nesting plastic trays used by modern supermarkets. Once you have a stackable unit shelving in wagons is redundant but before then it is a requirement.
  2. There is a diagram in Russell's Coaches vol 2 p242 of a Y6 fruit van and shelving. Four layers about 13 or 14 inches apart. From the description of a "wooden framework" to support two different sizes of "galvanised wire trays" it does not seem like a conversion that would be done daily. It is unclear whether a space was left behind each door to step into the van to unload or whether this space had shelves put in as the van was packed. A rough estimate is there was 600 to 800 sq feet of load area depending whether the floor was included. If you packed 2 tons ie 4480 lbs that would mean something like 7lbs of soft fruit per sq ft of shelf. I am trying to visualise that amount and it sounds alot if you need to avoid damaging the fruit for retail customers. Apples and veg would be very different.
  3. Hi, Both Fairford branch sets were recorded in 1944 CWP prog as B set and Third. The Paddington set was Brake Compo, Third 70', Two Compos, Van Third 7.40pm Padd to Birmingham, detach at Oxford 10.15pm Oxford to Fairford (SX) 6.55am Fairford to Oxford (MX) 8.40 am Oxford dep ( att to 6.30am Worcs to Padd) due Padd 10.2am. Reading the prog closely I now think only two sets spent the night at Fairford, ie a B set and Third and either the other B set and Third (on Sat Sun) or the Padd set. Sorry, I do not know about boards. Paul
  4. One more thing - both sets and the ex-Paddington coaches appear to start from Fairford.
  5. Hi, London Division Local carriage working programme July 1935 gives the Fairford branch two sets, each of three 8 wh non corridor stock ie Van Third, Compo, Van Third. It notes there is an extra Third some times and milk trucks in the evening. The mid war programme says B set and Third as well as coaches off a Paddinton mainline train in the evening and extra thirds on Sunday. You can find some CWP online. In other threads it has been pointed out that CWP were only part of the picture with notices often altering the standard timetable and workings. Regards, Paul
  6. Good site, I came across it years ago and the writer has added alot over time. Unfortunately in this case it does not provide an answer. Regards, Paul
  7. Hi, I presume originally the churn traffic effectively took unpasteurised milk from farm to distributor in one container and the grocer(?) would sell it from high street shops and hand carts. When pasteurisation became compulsory in the mid 1920s where was it done? Before or after the milk was put into tankers and transported to cities? Regards, Paul
  8. Insects are more efficient at converting plant material into protein than mammals. More calories per acres than cows and less methane. Locust steaks anyone?
  9. There are some areas where this is true but does not change the fact that arable production in general uses much less land than livestock for the same calory output. Goats and sheep use, or rather can use, land not suitable for arable production and traditionally did so but today sheep and cows mostly use land highly suitable for arable crops. About 6% of western diets, by calorific value, is animal origin whereas 40% of agricultural land is used for livestock. There is a strong correlation between per capita GDP and % of animal products in diets which is a strong indication that animal protein is a choice not a necessity.
  10. It is my understanding that, from the point of view of calories only, livestock production uses 10 or more times as much land as arable does for an equivalent calory output. So should the western population become vegetarian the amount of land used for food production would decrease significantly and not increase as claimed.
  11. Hi, The older map shows the railway on a embankment and also slightly further NW another change in ground level, in between was the course of the old river, perhaps now a seasonally or ocassionally flooded area used for pasture? A parcel boundary line runs along the bank and all the buildings/pens are on the higher ground. On the newer map the railway embankment is not shown and the photo shows ground levels which imply the land has probably been infilled at least in part. A remnant of the old property boundary can be seen at the north east end at right angles to the UD Bdy and also at the corner of the margarine factory. Imagining a line between the two suggests any remnants of the old building/pens are too far away from the railway to be the wall in the photo. I find the side by side feature of NLS are very useful, although in this case they do not offer the newer map you have used and their newer maps of this area are smaller scale. Also unfortunately Britain from above has views of the lard factory but facing in the wrong direction. Regards,Paul PS very nice modelling.
  12. Hi. I was interested by the idea of Torquay gas works being serviced by 40t wagons so I did a image search and came up with this one on Britain from above. https://www.britainfromabove.org.uk/en/image/EAW007605 The gas works siding appears to have a wagon tipper and there is actually a wagon on its side in the tipper. End tipping wagons had a door which the load slid through but with side tipping presumably the wagon would have to be tipped more than 90 degrees, is that right? The photo is dated 1947 and the buildings are still covered in camouflage paint. A good and clear example of this practice which I have not seen so clearly before. P
  13. The r/n and design means it represents a 1937-38 built goods fruit van. I read somewhere this design was used for channel island tomato traffic which explains the 'Return to Weymouth Quay' marking. The XP mark was introduced late 1938.
  14. I think you are right. G MATCH TRUCK W 1A To carry ? Tons Tare tt cc
  15. Hi, The larger GWR cranes, 36T and 45T were also accompanied by another wagon, with wooden drop sides. Atkins refers to this as a 'weight tender'. I have found three pictures in JH Russell GWWA figs 317, 318 and 321 of the 36T cranes with these wagons. The markings on those wagons were 'G Match Truck W'. There was another line below the words 'Match Truck'. I can not make them out, can anybody tell me what there were? Thanks.
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