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  1. Afternoon Clem, victory over this weeks disgusting weather. Propelled by a savage tailwind, I manage to just cut all the lawns before a heavy rain storm battered my location. Yipee! I think that you may be slightly overestimating the speed of the typical express in the steam era. That aside, the 10.35pm was was not a typical passenger service that would be familiar later. Before the widespread adoption of parcels trains in the sixties, most bogie van trains ran under express passenger lights that would include a limited passenger service. That was the case with the 10.35pm, known to Railway men as 'The Mail'. On departing Leicester, the train conveyed three passenger carriages, seven full brakes, one BZ and five fish vans. The NPC's were picked up and dropped off on route, often these were connecting services so timings had to be bang on. The passenger carriages allowed for a late night through service between Liverpool and the capital. In the days when Britain was a great maritime nation, these sorts of services were very popular with sailors, amongst others, who were moving between ports in our major cities. Re the Fish trains, I don't have the working timetable handy at the mo. However, the timing between the two trains doesn't sound outlandishly different.
  2. Afternoon Clem, sorry I missed your post. I know that a batch of five Fish vans were dropped of at Leicester. They were sent forwards to Marylebone on the tail end of the 10.35 pm express from Manchester, along with a BZ with bakery items. There was quite a complicated engine diagram, the locomotive off the first Fish train of the evening, would come off at Leicester, with the Marylebone bound vans. The loco would then work south with the second fish trains of the evening. The fist Fish train, now lacking a locomotive, proceeded south with the Locomotive off the Northbound Bournemouth York Newcastle express, this was usually an ex GWR Hall. The ex GWR locomotive would alternatively work six weeks on the Fish and then six weeks on the 5.22pm Leicester Woodford ord. The Doncaster based locomotive, usually a B1, that came off the second Fish train, would work trains back to Doncaster via Sheffield. In the later period, when the Fish trains were combined, I've been told that a batch of Fish vans were dropped off from the tail at Woodford, these vans being bound for Marylebone. This may be the train as modeled, I am unsure. Being off the late period and not a train that I have personally modeled, I have not investigated it too deeply.
  3. Good afternoon Tony, I think that it is a case of, if you really enjoy doing something, you will find away. My father loved tinkering about with valve gear. On the other hand, when he built a rake of carriages for Tebay, he declare, 'never again!' I couldn't produce the numbers of locomotives that you have, I just would not enjoy doing it. However, It is pretty fundamental to what you do enjoy about the hobby, as a result you have found a way to do it, that requires a formidable skill set in itself. In contrast, I tend to build locomotives, as and when I need them. I tend think that if I have thirty trains, I need thirty locomotives and the odd spare, any more would be a terrible extravagance and wouldn't make me happy.
  4. Not a very good photo I'm afraid but my Father loved his valve gear, he was into forks in his rods etc. A little too advanced for myself I confess.
  5. Evening Andy, it may have been the Thompson Buffet car from the post war Flying Scotsman, I will check in the morning.
  6. Good evening Chas, RM web doesn't seem to have post numbers anymore. Here's a re upload of the ner BZ and the GN milk.
  7. Evening Clem, that's how the train is modeled on LSGC. I think that the regulations (going from memory here, so may be slightly off or slightly on) allowed for four vans outside of the Guards van. I've heard of a number of different explanations for why this was done.
  8. Me too! He was also behind Mallard when the locomotive topped stoke bank at 80 mph with almost 400 tons on the drawbar. The effort required is reckoned to be greater than that required when the loco ascended the bank and broke the world speed record. The maximum horsepower achieved is regarded as a record for the class and very close to the maximum recorded for the larger Duchess class locomotive. The latter is still the British record for a steam locomotive, though it is believed that Tornado has unofficially (due to the lack of dynamometer car) beaten the Duchess with its awsome high speed climb of Beattock bank. On that occasion the A1 was still making steam and blowing off as it crested the summit.
  9. Good evening Andy, I have all his paperwork from the outing, booklets etc. 251 had been returned to its pre LNER condition. I think this was a bit of a botch job, resulting in the loco not being plumbed up properly. Not exactly a bauble but compromised in the steaming department. I have the formation, a rough guide follows until I cheque the details. I recall it was probably an eleven carriage formation, two Thompson Kitchen cars, one of the pre war flying Scotsman Buffet cars, two Gresley open brake thirds and the rest Gresley open thirds. This was the Sunday southbound run with the two veterans on Stoke bank and return with Silver Link, but I think the same set ran north with the Atlantic the week before.
  10. My Father was on the Plant Centenarian, in the pre war Flying Scotsman Buffet Car. Hailstone and 990 were doing all the work, 251 wouldn't steam for rocking horse droppings due to the removal of the superheater elements. Hoole was on 251 and he was spitting blood by the time they reached KX. On the return Journey Hailstone had is usual engine Silver Link, a fast climb was made to Stoke sumit, apparently the coffee was doing a wall of death around the cups in the Buffet Car. As they entered Stoke tunnel they met an A1 coming the other way. There was a noise like a sonic boom and all the napkins were sucked up into the air and out of the nearest open windows. The two veterans got up to 86 mph on the decent of Stoke bank.
  11. Afternoon Tony, one little thing that people may wish to consider and incorporate into the potential flood of V2's possibly under construction. I notice that most of the supplied bodies, chassis, kits and even the preserved locomotive, has the original curved front frames. When the new pony trucks were fitted after 1946, the frames were altered to a squared off arrangement to accommodate this. I know this from spending many a happy hour zapping the curve to a great big file. Me not Tony.
  12. Good afternoon HD, one of my favourite bits of film, mainly for the Royal train with twin B1's, Earl Marischal, the streamlined twin, the Thompson non opaque oval window and the Gill sans number one on the upper panel of the sleeper, oh and the assisting engine on the rear and a filthy full brake. Just my era, the Aberdonian I believe.
  13. I wonder if the sycophants and myopic commentators will click like or agree?
  14. I think it depends where you bend the bracket, I had the advantage that I could place it up behind the valence of the brass Crownline running board. In this case, the Comet bracket was attached to the 'gull wing' arrangement of the Crownline cross piece. Being self critical, every time I look at this image, it reminds me the ball race is missing and I have never put it back on, it's in a matchbox somewhere. I think that the valve spindle guides are possibly Bradwell, better than the Comet ones supplied. The arrangement of the drop arm on the crosshead is not quite right but hey ho, it works. I did fill in the top of the slidebar, so it is a three bar arrangement not four.
  15. Afternoon John, there has never been a perfect solution, especially if you figure cost into the equation. That is why I have in the past taken the best bits on offer from different manufactures. However, construction is based on a standard frame work, that speeds construction, is cost effective and accurate. This approach delivers a fleet of carriages that looks like they have come out of the same workshops, rather than a potpourri of different manufactures. I use to be able to turn out a crackingly good 61'6'' gangwayed carriage for between forty five and fifty quid. Currently, this has become over seventy quid. Thankfully, I have done most of my building and have plenty of bits in stock if I require any more. I won't be building that many more though. That is why I am somewhat despondent about the inaccuracies in the Isinglass carriages. It also makes sense, to put pressure on Hornby to sort out their crappy models, so that the likes of me and thee can wack some brass sides on them for reasonable cost. In that sense it is immaterial what Hornby produce, as long as they are good.
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