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Darryl Tooley

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  1. The headcode says 'Class 'B' Goods', so there's no reason the Midland van couldn't be a common or garden D362 or 363. D
  2. Dia 10, yes, but there is drawing in Tatlow (2005) of the later dia 69, which didn't. With rounded tops to the ends, and the side stanchions cantilevered off the solebars (an unusual mixture of ancient and modern), I don't see what else they could be. Curiously, though, the doors on the wagons in the photograph look more like those on the earlier type. D
  3. The two wagons behind the ferry vans are also interesting. They look to be the long-wheelbase opens that the Great Eastern introduced for continental traffic, an otherwise rather camera-shy animal. D
  4. It doesn't. In the late 1930s the minimum wheelbase of a wagon that could be conveyed by an express passenger train was increased from 9' to 10', and the 'XP' branding was introduced to denote those wagons still able to be so conveyed. D
  5. Townend's 'East Coast Pacifics at Work'? Agreed. I think the next two carriages might be of this type; (Dennis Seabrook Collection/LNER Society) D
  6. Looks like a dia 299. Built 1939-43 and steel-panelled from new. D
  7. It depends on what you mean by 'a bit' and what degree of compromise you are prepared to accept. I seem to recall that Keith Chadwick fashioned a J19/2 from an old Hornby B12 and an Airfix 4F in one of his books, so it can be done if you don't mind taking an expansive view of prototypical accuracy. The essential problem, as I see it, is that 8'10" + 8'10" is rather a long wheelbase compared to most other 0-6-0s and the J20's 8'10" + 10'0" very long (and it won't really look like a J20 if the wheels aren't a long way apart). The other thing to watch out for, if it bothers you, is the cab. D16/3s (to the pattern produced by Hornby), B12/3s and J19/2s had LNER cabs, the rest retained their GE cabs. This is very noticeable (to me; it doesn't bother everybody) in the shape of the top of the windows. D
  8. It isn't. It has independent either side brake gear- note, for example, the V-hanger mounted on the outer face of the solebar. It should have two-shoe morton. The brake gear was what came with the kit originally - you can tell its one of the earlier kits by its battleship brakeblocks. Later, Ratio substituted the same RCH 17'6 underframe as they used on their GWR vans, which was altogether nearer the mark. The two ex-LNER vans next to it have the off-centre V-hanger of fitted stock. D
  9. 3H - cranked - Darlington Ian Kirk - straight - Doncaster Neither of these kits was, to my mind, an entirely convincing set of mouldings, and Andrew's way of doing it results in a van that looks right. D
  10. It was. The GN quads were apparently an exception. The GE section quin-arts, by contrast, were lined when new. D
  11. The varnished teak ends and the company initials amidships with the number repeated at either end mark this out as early LNER livery. According to Harris, in 'LNER Standard Gresley Carriages' the ends of non-vestibuled carriages were black from October 1925, and the quad-arts entered service unlined. D
  12. I don't know Tony, I only bought mine about 40 years ago. I must get round to finishing them sometime. D
  13. The quad bogie bolsters were originally warflats. The North Eastern, and later the LNER, bought a number of these from the War Department. Are you sure it is scratchbuilt? It looks for all the world like one of Mr Swain's. The hole in the side is where the brake handwheel should go. D
  14. All the sources I can find say that the Eisenhower carriages were returned to traffic as sleeping cars after the war. 1592 certainly was. And so, it seems, was 1591 They were sufficiently interested to consult the LNER Coach Association on the matter. Evidently, though, they drew the line at reinstating the armour plating. Image shows: E1592E with 'The Tynesider' roofboards. (Dennis Seabrook Collection/LNER Society)
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