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Compound2632

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Blog Comments posted by Compound2632

    MikeOxon

    Posted

    I'm not sure one should read Pearson's baptism in the C of E as evidence of his not being a Quaker. Although Quakers did not practice baptism and were, with Jews, exempt from the Clandestine Marriage Act, 1753, which made marriage in the C of E the only legal form of marriage, there were all sorts of social and economic reasons for occasionally conforming.

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    wenlock

    Posted

    Absolutely worth the wait - superbly-finished vehicles.

     

    On 08/03/2024 at 07:02, Mikkel said:

    The U14 is one of those six-wheelers that could have been a four-wheeler (perhaps it even became one, can't remember). Which makes me wonder why six wheels were chosen in the first place. Better riding?

     

    14 hours ago, wenlock said:

    Yes they did seem very keen on six wheelers around the 1880s, but by the late 1890s four wheelers seem to more prevalent.

     

    I believe it was the case that a four wheeler gave a better ride than a six-wheeler. I think the earlier use of three axles and later conversion to two had chiefly to do with journal, bearing, and lubrication technology. In the 1870s and 80s, the weight of these carriages was too much for four of the bearings of the time, but by the 90s, larger journals were being used with better designs of oil axlebox. Compare Churchward's 70-footers with four-wheel bogies, built at a time when other companies were putting carriages a few feet shorter (but possibly heavier) on six-wheel bogies. 

     

    Back in the late 1870s, when Clayton was first building bogie carriages on the Midland, a decision was made that in future, all new carriages would be either bogie or four-wheeled but that didn't last long. A large number of 28 ft and 29 ft carriages built in the first few years after Clayton's appointment as four-wheelers were converted to six-wheelers in the early 1880s. 

     

    Apologies for introducing the Midland but it's not so far OT - it seems to me that Clayton must have initiated the style of panelling used on these Great Western carriages shortly before he left Swindon for Derby, where he introduced essentially the same style. So one suspects other details of construction were related, too.

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    Dave John

    Posted

    1 hour ago, WFPettigrew said:

    The other thing to remember is that there was a lot of horse traffic that had nothing to do with racing: the movement of working horses, sales, the wealthier taking their horse with them when they and their household went away, etc. 

     

    Cark-in-Cartmell, Cark, or Cark & Cartmel is the station for the Duke of Devonshire's Lake District country cottage, Holker Hall. When the Seventh Duke went there for Christmas 1883, there was sent from Chatsworth - dispatched from Rowsley - four private carriages in covered carriage trucks, nineteen horses, and three dogs, at a total cost of £43 14 s 6d. [G. Waite & L. Knighton, Rowsley, a Rural Railway Centre (Midland Railway Society, 2003), p. 65 - un-numbered figure reproducing ticket counterfoil.]

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    MikeOxon

    Posted · Edited by Compound2632

    I've become a bit puzzled by how the bearing springs work on these wagons. They appear to pass below the axleboxes, so rather than transferring the weight of the wagon by the wagon resting on the springs which in turn rest on top of the axleboxes, they apparently pull down on the axleboxes, which seems mechanically unsatisfactory. It's perhaps a consequence of the relatively large wheels.

     

    On further reflection, though, it's the way the bearing springs were later commonly arranged on inside-framed locomotives.

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    Mikkel

    Posted

    24 minutes ago, Mikkel said:

    https://mousa-models.co.uk/product-category/4mm-scale/4mm-lms-resin-wagon/

     

    I expect that @Compound2632 would instruct me to do another D299, but it's tempting to add a bit of variety with one of the other MR diagrams in that range instead.

     

    By no means. There were plenty of the blighters still about but if you want to put a post-war stamp on your train (rather than looking as if you don't understand how pre-pooling goods traffic worked) I think you should go for a 10 or 12 ton open to D663A. Although Bill describes it as a coal wagon, they were at first officially "goods and coal" like the 8 ton wagons, with bottom doors, but later lots were without these. If it were me, I'd pitch the date at c. 1924, so you could have a new LMS 12-ton open, D1666, to complete the family. That just post-grouping date will give you the maximum range of types of wagon and liveries - so you can have the same wagon in, say, LNWR and LMS livery.

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    Mikkel

    Posted

    11 minutes ago, David Bigcheeseplant said:

    Nothing unusual about the bricks between the window they are queen closures (quarter bricks) they are used at all corners door and window openings.

     

    As seen here in an English bond corner, but also used in the same way at a Flemish bond corner:

     

    image.png.763ea985fd9e5a9998bbe46a40b32355.png

     

    Note how each course switches from stretchers to headers on going round the corner.

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    JimC

    Posted

    1 hour ago, JimC said:

    rebuilds which had significant chassis changes!

     

    By which I take it you mean new frames (were there changes of wheelbase?) and / or new cylinders?

     

    Did the outside-framed engines also have inside frames? I'm familiar with the Matthew Kirtley arrangement whereby the outside frames carried the axleboxes for all three axles but the inside frames also carried additional axleboxes for the middle, crank axle - hence they were referred to as double-framed (DF) rather than outside-framed. In Kirtley's earlier designs, the inside frames were not full length but fixed to the front of the firebox - a hangover from very early design practice where the boiler was treated as the main structural component of the locomotive. But by the 1860s it was realised that this was a Bad Idea. 

    MikeOxon

    Posted

    The OWW nearly fell into the hands of the LNWR - hence the Yarnton curve onto the Bletchley-Oxford line - and during the period when it was on worst terms with the GWR, worked a Eurston - Worcester - Wolverhampton service, The W&H was largely backed by the LNWR and MR. What with MR interest in the B&E and lines west of that, the GWR was really rather fortunate not to end up confined to London to Bristol and Birmingham. 

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    JimC

    Posted

    On 10/11/2023 at 20:43, Miss Prism said:

    106, apparently ex-Birkenhead Railway. Date unknown. I don't know the original loco builder - the body as updated here is mostly Wolverhampton, but the frame front end is a dead ringer for a Metro tank. The tender is strange, springs mounted low, Swindon-looking toolboxes, but it doesn't have a footplate. Looks more LNWR than GWR to me. (The Birkenhead Railway had feet in both camps.)

     

    Southern Division (McConnell) rather than Northern Division (Ramsbottom) - curious.

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    magmouse

    Posted

    On 13/10/2023 at 20:17, Compound2632 said:

    That photo of wagon No. 141 is square on so one can't see whether it has the simple catch or the semi-circular guide.

     

    I had overlooked the photo of No. 334, p. 61 of Stephen Austin's Somerset & Dorset Joint Railway A View from the Past. It's a partial view in a photo of the very pretty little 2-4-0 No. 16A; it has flitched frames and Ellis 10A axleboxes, so could well be one of the renewals of 1903 authorised to have the sheet supports. The outside of the end isn't visible but the trapezoidal plate is in evidence.

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