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  1. Also of note, 1180 carries the 'other style' of electric lights. The ones that remind me of cats eye blinkers. They are distinguished by the electric light conduit on the left hand side of the smokebox.
  2. Evening Mullie, there is probably something to that, 61180 was turned out by Cowlairs in a similar style in April 1948. The livery is the MT lined black prior to the introduction of the straight six in August/Sept of the same year. Of note is the closley spaced cabside number that matches the tender lettering, same style as that on the B12.
  3. Evening Phil, Many of the liveries of the period lasted quite a long time. My Woodford allocated K3 1870, gained that number in 12'' yellow Gill sans and LNER on the tender in March 1946. It was still pottering around as such until called into works in June 1949. I've never seen longevity as the most important criteria in my modelling, a single day but a typical day has always been good enough for me. Many a locomotive designed or built for the LNER spent most of their time in other liveries anyway. The great thing about the transience of your modelling period, is that you can so much more easily pin down a moment in time. Like the best documentary photography, a moment in time has great appeal. The 1950's in comparison, at least in model form, tends to blend together into one amorphous lump, even though it didn't in reality. Much of my modelling, both of locomotives and stock, is about sitting by the lineside and re-creating, with as much accuracy as possible that moment in time. What would have passed buy my location, what would I have seen in my chosen time period. The late 1940's on the GC is almost unrivalled in the steam era, for its capacity to surprise in terms of livery variations. P.S. If You think that 1940's loco liveries are confusing, wait until you get on to the options ex PO mineral wagons.
  4. As an addition note and to add to the discussion on weathering. The Green A3's that came to the GC in 49 were in appalling condition. Livery details were obscured by much many faceted muck. Enterprise, was the only one still carrying its LNER number and tender lettering. 12'' Gill sans chrome yellow was just discernible under the filth.
  5. Good afternoon Phil, apologies for the late reply, the situation is rather complicated but one of the things that makes your modelling period so much more interesting. Model Masters do full sets of different size British Railways and the numbers, with the curly six, in cream, white and Yellow. On plain black locomotives 12'' is definitely yellow and with a combination of sizes of lettering, ie 6'' British Railways and 12'' numbers it would be yellow. 12'' was the LNER standard for Gill sans numbers and lettering. The 10'' straight six in white/cream was introduced around August Sept 1948 by most works. As a result, locomotives turned out in MT lined black in July 1948 were painted cream as per the BR spec but with 12'' numbers and letters with the curly six/nine. I have only seen the white/cream12'' curly six in this condition. Plain black locomotives also received the straight six and white/cream lettering from August, Sept 1948, in 10'' lettering or smaller. Here's the complicated bit, it is possible that a plain black locomotive may have received 10'' white/cream lettering or smaller with the curly six, if so, the size would be consistent between numbers and letters. I have yet to find a plain black loco in this condition. I say it is possible because Green locomotives did receive the White/ cream lettering with the curly six in 10'' or smaller. The B1's, mostly delivered from outside contractors at this time, seem to have been uniformly yellow. The A3's also had curly six and straight six numbers whilst in LNER/British Railways green, I haven't done enough research into them to see if there was a difference in colour associated with the straight six and curly six. The only colour photo that I have of an A3, is of an example with a curly six that is yellow. The photo below demonstrates the complexity of the situation. The B12 is in green with white cream lettering with curly six. The British Railways tender lettering in the background is in 12'' chrome yellow originally used by the LNER.
  6. Evening Chamby, I quite like the Modelu figures, however they are a bit pricey, especially as I've had to cut them up to get them to fit on occasion, that kind of defeats the point of them in some respects. I'm pondering about using any more, partly because they are becoming a bit common, especially that leaning bloke on every second loco. I am also a bit wary that some of the figures look more like fat long haired pensioners, rather than svelte 1940's firemen. A mixed workforce, as you seem to suggest, is probably a good idea, saving the Modelu figures for special use and avoiding the ones most likely to become cliches. The livery of your O4 is rather interesting. The combination of Gill sans curly six and 12'' lettering (going buy the size of the crew) was very common but almost certainly yellow rather than white/cream. The latter was comparatively rare and found on the few locomotives that were given the BR lined mixed traffic livery prior to the introduction of the first emblem and the straight six. Though there may have been a few plain black locomotives that received the emblem and curly six in cream at the same date. A good rule of thumb is that, with the exception of the MT livery, a curly six usually equals yellow.
  7. It occurs to me that the Hornby A3 valve gear on your example could be simply improved by moving the motion bracket up to were it should be under the running board. There seems to be a kind of 'flap, extra material, on the top of the motion bracket that needs removing or bending out of the way. If the motion bracket was repositioned, the radius rod would be much straighter, as it should be if positioned in mid gear as represented by the model.
  8. Thanks, it certainly looks better than the one on Micks greenies, no doubt the vagaries of photography being the reason, rather than different chimney profiles. I like your ventilators, anything that gives a locomotive a finer appearance, were it is required, is a good thing in my book. Have you looked at the great open space between pony truck wheel and running board valance?
  9. Good evening, I must admit that in that shot, the chimney looks better than the thing on the B1 , do you have a nice big side view?
  10. Thanks Mick, I wouldn't consider a kit for the L1. However, good though it is, I wouldn't except the Hornby L1 as it comes. Why? Simple, for very little cost and time I can get an even better L1, one closer to the real engine by improving the Hornby version. I would also consider modifying the Hornby locomotive to the prototype configuration as a worthy and unique project. With regard to the truck, I demand that it should perform correctly under all circumstances. The application of simple engineering principals would insure that would be the case.
  11. Evening Mick, possibly one of the finest looking RTR models, even if they need a properly engineered pony truck. Much better valve gear than the Hornby A3 (I wouldn't call the fault with the Hornby A3 valve gear minor, major clanger) If I was nick picking on the L1, the lack of frames above the front truck, the colour of the green ones, not nice. Hornbys inability to do GNR chimneys and the chunky sliding roof ventilators would be early candidates for replacement if I had one.
  12. Good evening LeCB, inspired by your diligent work, I got the old family Singer out last night. I had intended to do a bit of modelling but Instead I chased down the machines life history. Funny how you can have had something around for a lifetime and never looked into its past. It's very similar to yours and is in full working order. Back in the day, when teen fashions came from the streets rather than the shops, I even used it myself. It's a model 66, made in 1915, the same lotus pattern as your machine but with a box lid that fits and locks over the top and extension piece to the main bed as well as a sewing table that the whole lot sits on, it weighs a ton. At some stage, it was retrofitted with a Singer electric motor that provides power to a lamp mounted on the far side and drives the wheel via a belt and is operated by a connected foot peddle. The manual for the original machine and that for the add on electric motor, peddle and lamp are all present, as well as other assorted bits and bobs. Forget about this model railway lark, I may knock up a bit of sewing tonight!
  13. I have a perfect solution for the woes of the Hornby L1. Build an A5 tank, they are the bestest. Alternatively, If that is a little bit scary, I'm told that weathering usually hides any faults. Try disguising the pony truck with black and white weathering powders. Not coloured powders mind you, that wont work and will look very silly.
  14. The shot of the filler caps is at Welwyn Garden City.
  15. Evening Tony, In defence of the Parkside (ex Parkside?) GWR Horsebox kit. I painted a train of Hornby and Parkside GWR Horseboxes a year or two ago. The two boxes are similar but slightly different diagrams. The level of detail on the Parkside horsebox was much finer than that on the Hornby ones. The grab handles, for example, are well overscale on the latter. I think that Hornby have also got the vac cylinder and also the gas cylinder (?) wrong way about. The Hornby horsebox also comes with the original design of springs, these were updated with much more substantial springs for higher speed running. Horseboxes with original springs, as on the Hornby model, could not be XP rated. Of course this hasn't stopped Hornby selling them as such. I think that it is great that Hornby decided to produce a different diagram from the Parkside kit, variety is part of the charm of railway modelling. On your comments as regards the lack of 4-6-0's on the GNR indicating the NER heritage of the Thompson B1. If you were to except your own argument, you can never claim again that the B1 was Thompson's best locomotive because it mostly used Gresley parts.
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