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Lecorbusier

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  • Location
    London
  • Interests
    Architecture, Cycling, VW Campervans, Railway Modelling- 1902/3 Midland through the Peak

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  1. Thanks Stephen ... your ability to find the relevant passage never ceases to amaze! I suspect that for a routine ballast train pootling between Rowsley and Buxton/Chapel-en-le-Frith it is perhaps unlikely that shiny new stock would have been prioritized. More likely some older stock perhaps even with some woodenbrake blocks? If it was older stock, would it have ED lettering ... or perhaps more likely the standard MR? Same perhaps for the brake van?
  2. So ... let me understand this further. Is there a start date for the painting of ED wagons in red? You suggest the 20th century being the start of the tradition? You intiate that for 1902 on the Monsaldale line I should be thinking in terms of grey for both the 3plank wagons and the ballast brake? What date are these do you think and what colour?
  3. Somewhere recently there was some discussion about ED wagons on the midland and paint colours ... red oxide or grey - could you point me to the relevant page please, I can't find it!
  4. In case this has not been mentioned ... Knuckles of Sparkshot fame is now producing wagon bodies that might be worth a look at ... sorry if this is old news to all but me https://www.shapeways.com/shops/sparkshotcustomcreationsscc?section=4mm+Rolling+Stock&s=0
  5. Already done that to no avail ... hasn't been in steam for a fair while so no one with a working knowledge. I did ask about the 4f on the West Sommerset mid 2018 and got this response.....
  6. I think the conclusion I have come to is that range is a massive variable dependent on topography and train weight .... irrespective of either coal or water capacity. Taking the 1f half cab as an example (because I am musing about the range of its duties) I wonder how its typical shunting duties in a set of sidings such as at Rowsley might have impacted on usage - no climbing or coasting, constant stopping and starting, widley varying loads and minimal speeds. I hazard a guess that crews would have had a good handle on when/if refueling and watering would be required based upon time (as well as observation) ... particularly if a loco were rostered to shunt a remote siding where coal and water facilities were not avaiable (if this was ever done regularly?) - I am sure I read somewhere that Buxton half cabs used to shunt at Millars Dale where there are no formal coaling or watering facilities. It would be nice to know if it was typical to work a half day ... or even a whole day between fuelling and/or taking on water. In examples like ...... where the 1f appears to be working a train of 10 - 12 8-ton wagons, consumption would depend on whether they are empties or loaded and the location - whether the route had significant gradients or not - again I suspect Crews would have had a good handle on this and that it would have varied. One thing I have wondered is the significance of distance between watering facilities (after all in extremis coal can always be accessed from a conveniently placed wagon in a siding). Were the facilities at Rowsley, Buxton and Chapel-en-le-Frith spaced this far apart originally to ensure that the smallest range loco under expected working conditions would always be in range? .... ie, was it the loco and the type of duties to be carried out which to some extent dictated water availability rather than the other way around (it wouldhave been possible to provide a water column at Millers Dale if required). There would seem to be some milage in this idea. My rough calculations (extrapolated from data gathered ... see my linked thread) suggests that a 10 - 12 loaded train of 8-ton wagons working hard (ie climbing gradients such as between Rowsley and Buxton) would have had a safe range in the region of 22 miles ... the water columns are set roughly 15 - 18 miles apart. Mybe way off base as a theory .... but just a thought.
  7. I have just been pointed in the direction of this discussion and don't know if it has been wound up now .... but if anyone is interested we had a similar debate with relation to a Johnson 1/2 cab on my Monsaldale thread. There may be something of interest here, and also people might have some coments/critique on the thoughts expressed. .... anyway just thought I would post it .... see here https://www.scalefour.org/forum/viewtopic.php?p=63195#p63195
  8. I currently have very little which is specifically relevant to my Monsaldale aspirations as I am concentrating on experimentation around a test track. However I do have a Johnson 1f tank which is almost ready for the paint shop. This was shedded at Rowsley in 1902 and I intend it to pull a short ballast and maintenace train running through the station. The prototype is ..... This is the state of the loco ... which took a Craftsman kit as its starting point but has been much altered. The chassis is scratch built and it is powered by the protocab system. You can also see one of the 3 plank ballast wagons I am also scratch building for this train in the 2nd and third photos. Anyway ... it gives a taster.
  9. That is gratifying. I have a thread running over on the scaleforum for Monsaldale ... link is below my signature ... but I warn you it is very much a slow burner with much research and test track building to develop skills and techniques. I was starting from a low base ... but I think the skills and knowledge levels are slowly coalescing.
  10. As a teenager I used to cycle down to the Matlock Bath shop and drool over the layout. I also have a K's Dean Goods (Outside Frames) which I was bought as a present from the display case for some exam results .... quite a present looking back on it! I believe that the builders name was Eon? Attached are a couple of articles on the layout which might bring back happy memories. Interesting that my current project is a 4mm model of Monsaldale station! How lasting formative exepriences can be. Railway Modeller-Monsaldale 1977.pdf Railway Modeller-Monsaldale Millersdale.pdf
  11. I think there is a strong case that the west portal/viaduct/station in the film is that at Eshalt ... The entry Portal on the film (we don't know if east or west) is not Eshalt East Portal from the evidence of the photos .... nor is it the west portal with the train travelling away from the station if the topography present in the film clips are to believed..
  12. The trains are demonstrably different ... which when coupled to Compound's link to the Bamforth entry in "Visual Delights Two" suggesting the films of the trains were earlier and by Riley not Bamforth ....could lead to the conclusion that continuity was not integral to the composition. I think it is fine to assume that we could well be looking at two differrent tunnels as well as two different trains.
  13. The trouble as I see it is that the NorthPortal has a track running accross the top and buildings to the rhs of the entrance, so wouldn't work for the tunnel entrance in the film. Map from 1898.
  14. I agree ... I can't help feeling it might be somewhere else entirely ... ie not the sheffield/peakdistrict lines at all.
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