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Compound2632

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Everything posted by Compound2632

  1. Indeed. A Mk2 behind a Black Five is something one would associate with the 21st century heritage railway scene!
  2. Just as a piece of comparative carriageology, a similar question came up very recently re. the luggage compartments on Midland Railway 48 ft non-corridor clerestories - and indeed in that case the luggage compartments were without lamps or ventilators. So I propose a general rule: if a luggage compartment hasn't got windows, it won't have lamps. I'm off to test this hypothesis against Great Western carriages on Penrhos' site...
  3. Indeed. The LNWR's Coal Engines (a distinct class) along with some other goods-only engines, were in unlined black for many years, until full lining out for all engines became the order of the day around the turn of the century, only for unlined black for all repainted engines to become the norm during the Great War.
  4. Nos. 1-6, 9-12 were the shorter 4-window variety built 1882-3, 13-27 the 5-window sort built 1885-6. The two by Wilkinson were vertical-boiler engines and were weedy, not being used after 1887, according to Harvey, who has a rather jolly photo of No. 7 with 4-wheel Metropolitan car No. 1. There clearly was an early livery in which the upper works - window surrounds etc. - and the skirts were cream, matching the cars. But the all-over red livery is appropriate to my c. 1902 period.
  5. I think peering at this diagram may help... [Embedded link from this site.] The train appears to be on the Down Through, coloured red, heading for the South Lines Down Slow with the engine on the point coloured red. The slip in question is coloured yellow. It leads into a single slip coloured green, connecting to the Down Through or to the Up & Down Platform No. 4 road, coloured yellow, via the point coloured blue. So the side of the double slip that has been questioned provides a route from No. 4 platform line to the South Lines Down Slow. It does look as if for moves from the Down Through to the Down Slow there is duplication of the red / green points crossover by the crossover formed by the yellow and green slips. I wonder if there was a rule against a passenger train taking the diverging (sharply curved) route when traversing a facing slip?
  6. I think that between David Harvey's book and that button website I've seen all the good photos I'm likely to see of the Birmingham & Aston's Kitsons (including those two posted by @melmerby). What I haven't tracked down is a postable photo of the tram engine wagon I have in mind, D312, for which I will have to refer you to R.J. Essery, Midland Wagons Vol. 2 (OPC, 1980) Plate 315. Looking again at that, I am now having a doubt; the well length is 12'2" and the length over body of the 4-window Kitson drawn in the extract from the book that @harris0169 sent me is 10'11"; I therefore suspect that for the big 5-window Kitsons I'd need D312's longer sibling D311 that has a 16'2" well... In lieu of photos of any of those, here's a Midland Railway Kitson (Portstewart Tramway No. 2) on a Midland Railway tram engine-carrying wagon - or rather, 5'3" gauge 6-wheel trolley for carrying 3'0" gauge stock: [Embedded link.] The engine looks to have been freshly restored to Belfast & Norther Counties livery, judging by the livery of the cattle wagon, sometime after 1936; presumably its on its way to a museum; it can be seen in the same condition at the Ulster Folk & Transport Museum, Cultra: [By NearEMPTiness - Own work, CC BY-SA 4.0, via Wikimedia commons.] (It has, though, gained a screen around the condensor.) As has been mentioned upthread, No. 1 is at the Streetlife Museum, Hull, in MR (NCC) livery.
  7. To take the last point first: the pooling arrangements introduced during the Great War did not affect PO wagons. There was considerable rationalisation of the maintenance of PO wagons with the formation of Wagon Repairs Ltd in 1918 from the wagon maintenance operations of the big wagon firms, but the system of repair contracts continued. The photo here was taken in 1940... It's certainly true that there was a decline19th century standards of cleanliness (not maintenance) for railway company stock but that and the adoption of black for goods engines and simplified liveries elsewhere started in the Edwardian period. It was the 10 then 8 hour day that was the real culprit, not the Great War.
  8. Hey, I've got a CSE in Chemistry - what have they got against that? (It came free with my O-level, as a consequence of doing the Nuffield course.)
  9. Now that's a novel thought which you can find dissected to the umpteenth degree elsewhere on RMWeb...
  10. Yes, my googling had led me to Birmingham & Aston which is pointing in the direction of my patch, having grown up in Sutton Coldfield, but the David Harvey book has opened my eyes to the multiplicity of steam tramway operators in Birmingham (and I believe also the Black Country) in the 1880s/90s!
  11. Many thanks - I've had a look in there and a skim through the text with my primitive German! The drawing is very useful, especially for the control gear. The trouble with that badges & buttons site is that although the photographs are wonderfully sharp, they mostly have uniformed staff standing in front of the engine!
  12. Ah, yes, I was trying to avoid being distracted by that. It's the equivalent of a glimpse of Victorian female ankle...
  13. I think you mean post-war there? But your post paints a positively poetic picture, as ever.
  14. With the long front overhang, there's something of Galloping Alice about this: [Embedded link.] The rear end cries out for a trailing bogie - this getting quite Irish: [Another embedded link.] Both these engines were Beyer, Peacock products so a mash-up of the two using parts from the Adams Radial is spot on!
  15. This is all rather apposite as I have started contemplating a Birmingham & Aston steam tram in 4 mm scale as a load for a Midland Railway tram engine wagon. I've gleaned from this site that a number of that company's Kitsons, built in the 1880s, were re-boilered around the turn of the century - spot on for my modelling period. I'm assuming they went back to Leeds for that. I've just got a copy of D. Harvey, Birmingham before the Electric Tram (Amberley, 2013) but it is sadly thin on such technical details. I'm wondering if anyone can advise on drawings, published or otherwise. I have to say I've rather take a fancy to the big Kitsons Nos. 13-27 - there's something very satisfying about the five-window style, though of course the four-window engines have their own dinky charm. Is the Alphagraphix card kit a reliable guide to livery colours? (Another topic on which Harvey is silent - I seem to see an early two-tone livery and a later all-over red?)
  16. Our government is arranging for this anyway, to the detriment of our already hard-pressed farmers. Vide my comments on Marks & Spencer. In that case, I don't even have the option of changing the model I own. Fortunately for all and sundry, I'm not yet reduced to the "no components at all" option.
  17. Par for the course in the 1890s. I note that the Midland 2441 Class (to pursue the comparison) were 160 psi as built with round-topped boilers, so the Belpaire G5½ boilers with which they were later fitted, and were standard on the LMS engines, were no advance in that respect.
  18. It would certainly make people more aware of the rules around gifts during lifetime.
  19. If you look at the 1958 Railway Roundabout footage in that other topic, you can see a real cludge in action... I'm afraid there is another unhistorical misconception at work here. The maintenance of PO wagons was a problem at certain periods: during and after WW2, when they were pooled and owners had neither the incentive nor the manpower for proper maintenance, and up to the 1880s. In the intervening period, two factors were at work: the system of inspection and registration of PO wagons by the main line companies, introduced through the RCH in 1887, along with a set of standards that new wagons had to meet in order to pass inspection; and the system of hire purchase or simple hire under which the majority of PO wagons were financed. The latter generally included repair and maintenance contracts; I think one can make the case that on average, PO wagons were better-maintained during this period than railway company wagons.
  20. @jamie92208: "Is this your vehicle, sir?" @Dave Hunt: "No, but I own one just like it." Not quite as classy but I recall the first time I went to the big Tesco in our newly-acquired grey Vauxhall Zafira. Coming out of the store with the trolley: "now which one is mine?" There were dozens of them, or so it seemed.
  21. I don't understand your use of the present tense. They were used to manage a train's progress; to regard them as having been solely parking brakes is to overlook the historical evidence. Relevant topic here, including period footage:
  22. Stories grow in the telling but those are good ones. I do think, though, that more recent research has demonstrated that Anderson's traditional role as the pantomime villain of the pre-Stanier LMS Locomotive Department is a convenient caricature perpetuated by some who were there at the time and subsequently had their own axes to grind. See, for example, D. Hunt, J. Jennison and R.J. Essery, LMS Locomotive Profiles No. 15 The ‘Royal Scots’ (Wild Swan, 2019); J. Jennison, A detailed history of the Patriot Class 4-6-0s (RCTS, 2018).
  23. Thanks. I have to confess I took 3F for the 57xx class from Wikipedia. The 200 psi boiler pressure will have been the key factor in putting them into 4F; the LMS Standard 3F 0-6-0T was 160 psi. I don't have a figure for the Belpaire-boilered 2721 class.
  24. That sets the credulity alarm bells ringing. What is the source of this anecdote? Something of an underestimate. There were 66,000 D1666 and D1667 5-plank merchandise wagons alone, built 1923-1930, replacing many smaller old wagons of 19th century origin. These were 12 ton capacity, 17'6" over headstocks, split oil axleboxes, all conforming to the latest RCH specification. The drawing for the wood-underframe version can be seen on the Midland Railway Study Centre website here. I wonder what feature it was that young Bill objected to? He could hardly complain about lack of Great Western influence in the Derby Carriage & Wagon Works, since the whole place had been built by Thomas Clayton fresh from building the Swindon Carriage & Wagon Works.
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