Darryl Tooley

I looked at Wadsworth’s No 66, which appears as plate 47 in ‘Private Owner Wagons’ Vol 1 by Bill Hudson (OPC, 1976), through a magnifying glass, and read the lettering as ‘HY/2/32’ (the Y being a small one with a line underneath it). Plate 8 in the same volume shows a wagon with SH/1/36 written on the solebar, which the caption tells us indicates the depot and date of repair. On this basis, a reasonable hypothesis would be that No 66 was repaired at Charles Roberts’ works at Horbury in February 1932, and that the wagon in plate 50 in the same volume was repaired there in June 1938. D

Possibly Acro. https://www.hattons.co.uk/725457/acro_supplies_r_303acro_gwr_45_ton_crocodile_h_bogie_well_wagon_kit/stockdetail D

By adoption, rather than birth. The North Eastern renumbered the Hull & Barnsley fleet by adding 3000 to their existing numbers. The LNER, who had it in mind to do exactly that to the Great Northern fleet, allocated the H&B engines new numbers from 2405 to 2582. This engine (H&B class G3 No 116, LNER class J75) was renumbered 2497 in September 1924. It got the domed boiler in February the previous year. D

Probably this one: https://www.ebay.co.uk/itm/324623456372 Which has been used here: https://sremg.org.uk/model/muz_04.html The builder, I believe, is an active RMWebber. The LNER type that your model most resembles is the G9 class, Reid's development of the Drummond engines that became LNER class G8. The push-pull gear, exactly right for an M7, is wrong for this class, but one suspects that the conversion was done by someone more concerned with getting weight over the front end than strict prototypical accuracy. D

4552 was the second engine of class N1; I think this is probably 4550, the last engine of class C12 to be built, but the photo isn't so clear that I'd want to swear to it. D

March, I expect; that was 61181's final shed in service, and that looks rather like one of the hump yard control towers in the distance beyond the front of the engine. D

An interesting photo; the first 10 B1s were initially numbered 8301-10, being renumbered 1000-9 in 1946, and photographs of them with their original number are few and far between. According to 'Yeadon's Register' vol 6, No 8310 entered traffic in June 1944 and became No 1009 in March 1946. However, it was transferred from Neville Hill to Parkeston in January 1945, after which it was a deal less likely to have been seen in Hull, I should have thought. D

This is Y1 No 100, 106 or 108 (the third digit being obscured by the buffer), a Sentinel steam shunter rather than an electric engine. This photo appears in volume 3 of Brian Stephenson's 'LNER Album', credited to T E Rounthwaite. The date is given as February 10 1934, the engine being in store shortly before being withdrawn. D

Don't think so. It's not mentioned in the standard reference works, and there's a T G Hepburn photo of No 4484 on the 'Silver Jubilee' at Peterborough, apparently taken 12 days before the service was suspended, and the stock is clearly not in a two-tone livery. D

That very day, according to Yeadon's Register. D

I'm not convinced wagon kit instructions are admissible as evidence. Sometimes they're not even admissible in building the wagon kit. D

There is a well-known photograph by the late Ben Brooksbank, showing the aftermath of the derailment of 60508 at New Southgate in 1948, which resulted in the death of the fireman. As well as the cab roof, it also shows the combination of 4,200 gal tender and full-height smoke deflectors that Tony mentioned. https://en.wikipedia.org/wiki/File:New_Southgate_locomotive_derailment_geograph-2261880-by-Ben-Brooksbank.jpg D

Possibly some confusion here. That's a 20 ton tube wagon. The 4mm scale model looks more like the rather shorter 12 ton pipe wagon to me - look at the shape of the V-hangers and their position relative to the axle guards - so no extra brace is correct. D

Over the upper footboards - about 6" less for the lower ones. D

The number is in a sequence allocated to dia 116 vans built in 1942. Going by the corner plates, that's what this was originally. D

On 2nd September 1948 J15 No 65448, then acting as Chelmsford yard pilot, was substituted for a failed engine on the 'East Anglian', which it then worked to Liverpool Street, complete with headboard. Source: RCTS 'Locomotives of the LNER' part 5 (and elsewhere - it's an oft-mentioned incident). D

A little on the light side, I should have said, going from what little photographic evidence there is in colour. I generally use Precision Paints LNER grey or Humbrol 67. https://www.rmweb.co.uk/topic/98763-odd-wagons-of-the-uk/page/11/#comment-4534828 D

According to the RCTS 'Locomotives of the LNER' part 8A, J50 Departmental Number 14 was used as a shunter at Doncaster Works from entering service stock in September 1962 until withdrawal in 1965. D

There was an article by Steve Banks in the January 2004 issue of Model Rail entitled 'Rabbits to Sheffield' which mentioned the use of of siphons on the LNER on that traffic, which might perhaps be germane. Unfortunately I cannot immediately lay hands on my copy, and may not still have it. D

p11? D

No 1940 was one of a handful of J39s to enter service with a high-front 4,200 gallon tender. There is a photograph of it on p22 of 'Yeadon's Register' Vol 11. D

I had to look up the date they became all thirds too. For completeness we should perhaps mention the reinstatement in 1954 of first class on Set No 85 for working the 5.58pm KX-Welwyn Garden City, aka the 'Pottersbarbarian'. D

Until the abolition of second class on London suburban services on 1 January 1938, one quad in each set was a tricomposite, precisely as described on the website. The second class compartments then became thirds, and from 1941, so did the first class ones. D

The explanation given for the introduction of the 15 ton vans in An Illustrated History of Southern Wagons (Bixley et al, OPC, 2002, p94) is essentially that given by Compound 2632 above; that with the introduction of heavier vans, the older lighter vans were cascaded to branch line and trip working, and by the 1930s many were life-expired. I struggle to believe that axle-loadings or total weight had anything to do with it. D

I do this sort of thing a lot, Tony. It's worse when you've read it through five dozen times without noticing, and then passed it for press. D