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MR Chuffer

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  1. Ah, well that's the skill, helps moderate your ambitions and over time, you will evolve to something practical and matching your ambitions. Good luck..
  2. I use Anyrail for quickly putting my layout thoughts on paper as a starter, the trial version should work fine for your ambitions.
  3. Excellent information, but just when I thought I was clear - Lancashire coking and household coal, Yorkshire predominately steam coal - this blows that apart. So back to the original question, why are there (that I have seen) so many empty mineral trains returning to Yorkshire from Lancashire? But at the end of the day, this is my railway, my world and I'll stick with the coking and household coal versus the Yorkshire steam coal, unless someone can enlighten me further....
  4. Makes a lot of sense. Wigan seems to have been coal central, not least judging by the number of commercially available OO gauge PO wagons. Memo to self, acquire more Yorkshire PO wagons for travelling through East Lancashire.
  5. And perhaps I ought to invest less time and money on Lancashire colliery and merchant PO wagons and up the numbers on Yorkshire ones, is what I'm thinking.. There again, one can never have too many PO wagons, if they are right for the period.
  6. @Aire Head Yes, around the Burnley-Colne-Skipton area. I got the book "Railways around East Lancashire" by C Richard Wilby the other day, pages 16, 19, 49 and 57 all show east/Yorkshire bound mineral empties in the early to mid- twentieth century in 72 pages, and not one going the other way, which is what prompted my question. There is another sought after book, "Towards Lancashire - the Midlands Railway's Skipton - Colne Extension" by Donald Binns which I would be keen to get my hands on because the synopsis talks of traffic patterns and freight workings from the Midland perspective out of Skipton towards Colne, but the price is eye watering at the moment for what I believe is an informative and rare book.
  7. @doilumYes, that's my assumption, reading about the different mines that sprung up in Lancashire in the 19th century (in order to have appropriate PO wagons on my layout), there is often commentary about the coal "quality" discovered. Supporting this, I recently bought an excellent book "Rails to Ripley" by Howard Sprenger, about the Midland Railway branch network commenced from Little Eaton just north of Derby - where I used to live - to the complex of lines in and around Ripley, Butterley, Langley Mill, etc. And whilst its an excellent book in terms of content, narrative and photos, there is a highly informative table of Mines in the Area from 1896 - 24+, location, owner, number of workers, minerals worked and seam and type of coal. For example, Britain Colliery at Butterley Park, where the Midland Railway Centre is now, had 144 workers below ground and 32 above, mined Household and Manufacturing Coal from Deep Soft and Tupton seams (?!). And the book diverts off into the complex mining arrangements and shipping patterns based on where the market was for the coal mined from a particular pit. Can't recommend this book highly enough for those interested in the Midland Railway, branch lines or traffic patterns, or all 3.
  8. Ooops, didn't know I was posting this in Preservation and don't know how to move it, soz!
  9. In developing my knowledge of traffic patterns in the early decades of the 20th century, I can't help but notice that many mineral traffic workings photographed on trans-Pennine routes are loaded wagons from Yorkshire to destinations west/Lancashire with empties in the opposite direction. This seems especially true on the East Lancashire line, Blackburn, Accrington, Rose Grove/Burnley and then on to either Todmorden or Skipton, why? There seems to have been plenty of coal in the Lancashire coalfields as a whole, was consumption there greater than they could produce for, or did Yorkshire coal have specific properties making it suitable for certain industrial processes?
  10. There is a book, "The Ashby & Nuneaton Joint Railway (together with The Charnwood Forest Railway)" by DL Franks, 1975, 61 pages with a fold out map - Turntable Publications ISBN 0 902844 32 6. It has a few photos in, one is mis-captioned "Market Bosworth Signal Box. A typical Midland Railway design." when it is clearly LNWR. And the cover photo is repeated inside of Shackerstone station looking north where the junction signal can just be made out but of whose variety, I'm not knowledgeable enough.
  11. FWIW, the L&YR Society provides an interesting set of figures if you're into pre-grouping goods trains. Link here http://www.lyrs.org.uk/Wagons, as in: "A Fleetwood to Blackpool goods train at Poulton in the early 20th century hauled by an 0-6-0ST converted by Aspinall from a Barton Wright tender engine. The train comprises: Dia 1 low goods, two Dia.3 covered goods, Dia. 1, Dia 15 3-plank dropside, Dia. 3, five private owner wagons, two unidentified open wagons and a Dia. 21 10 ton brake van (known as Tin Tabs - after cheap metal clad chapels of the time which were known as Tin Tabernacles)." Precising - approximately 20 wagons in all of lower tare weights, then ~1910 larger wagons were coming on stream and the local trip goods would probably have still been the same number but a more powerful loco.
  12. Excellent, this fills in many gaps in my knowledge. Thanks for your in-depth forensics, much appreciated. As the http://www.oneguyfrombarlick.co.uk/topic.asp?TOPIC_ID=1199&FORUM_ID=45&CAT_ID=3&Topic_Title=Barnoldswick+Railway+memories&Forum_Title=All+Steamed+Up website describes, there were often excursions to both the north west resorts and to Scarborough, but the biggie of the year was always the Skipton Gala, of which this looks to be the case. And he himself details his working for the LMS from 1943 at various sites around the north, starting at Skipton and Barnoldswick with many interesting observations on the traffic patterns and working practices on this branch and the railways in general post-war, e.g. Barnoldswick was a station with a goods yards where chain shunting from the adjacent siding was allowed for. Now how would you model that in OO? And so, in summary, is it reasonable to say that as a general rule once painted black, these locos would never revert back to crimson lake, whether or not they were allocated to passenger duties with their new vacuum brakes?
  13. Some interesting observations here, can you put some livery context around them? Take the morphing of MR goods locos to black, 1907-ish onwards? One presumes the 0-6-0Ts, full and open cabs (or single and double as quoted here), were migrated over time? And then you mention some single cabs were given double cabs and vacuum fitted for passenger traffic. If this was in MR days, would they then be repainted in passenger livery/crimson lake? I'm particularly interested in the Barnoldswick loco 1347 for which I have a photo as a single cab which appears as lined livery with vacuum and a makeshift back spectacle plate, and then I have another of the same loco with proper double cab hauling a passenger train but can't tell what livery it is in although it appears to have brass numbers on the tank side and Johnson smokebox door that could date it.
  14. Haha, has anyone told Bachmann's marketing departtment, then? Useful to know but I think it may be the case of Hansom Cabs of old becoming the taxis of today and half cab will become today's nomenclature in the minds of many of today's modellers without deep MR knowledge..
  15. Yes, I can't argue with that logic, the right way is anyway. I think - not sure - that the thread issue with the GW Toads was that the brake was on the verandah and not in the van, thereby subjecting the guard to inclement cross wnds or blow back from mineral trucks when it was being applied with the verandah forward. BTW, I like the Half Cab hauling the mineral empties near Lea Green picture, just what I have in mind for my meagre loco stable to begin with.
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