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Jeremy C

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    : Northwest. No, not there, further north than that. And further west

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  1. Yes. I expect environmental impact assessments need to be done just the same, but the fact that there used to be a railway there, and within living memory too, takes a lot of the sting out of whatever public objections there might be. However, in the case of Penrith to Keswick, I imagine there would be considerable public support, should a serious proposal ever emerge. People will want to keep the footpath/cycleway between Keswick and Threlkeld, which was incredibly popular during the brief period over Christmas/New Year between its reopening following the 2015 storm damage and the
  2. Quite honestly, Shildon "museum" is more of a large shed for keeping things in. There's no ambience, and precious little by way of interpretation. I've not been in the museum at North Road (I am rather ashamed to say), but I am sure it does a far better job at explaining the importance of Locomotion and the Stockton and Darlington railway than Shildon does of explaining anything. Furthermore, Locomotion appears to have pride of place there, whereas it risks gettting (literally) dwarfed at Shildon. It might be nice seeing it alongside Sans Pareil (both the originsl and the replica),
  3. If the sign "BOILER 3902a" (top right) is related to the boiler, then works number 3902 of 1971 was the very last steam locomotive to be built in Britain for an ordinary commercial concern, a sugar plantation railway in Indonesia. Named Trangkil No 4, it was a 750 mm gauge 0-4-0ST Kerr Stuart "Brazil" class (the same as Premier, Leader & Melior at Sittingbourne and Kemsley, and Excelsior at Whipsnade). The locomotive survives and is now at Statfold Barn, reguaged to 1'11½" gauge. Of course, it could be merely a conicidence, but it looks right. Here is a link to a pi
  4. It's doubtless for when Scotland votes for Independance and Northern Ireland votes for a united Ireland. Scotland's route to Europe will be via Rosslare and Cherbourg.
  5. It's a coaxial power connector, and what you have there is the female connector. You need to find the two diameters, and knowing the length will probably help as well. It looks too small for a 2.1 mm/5.5 mm, which is probably the most common size, but they come in such a bewildering array of sizes. Just take a look at the Wikipedia page: https://en.wikipedia.org/wiki/Coaxial_power_connector
  6. I suggest you take a look at https://www.railcar.co.uk/data/vehicle/79900. This is the website to go to for everything DMU-related, and there are plenty of photographs of this unit. All the pictures of it in service (and all the other early Derby lightweights, for that matter), show a separate tail lamp being carried, so although in two of the 1956 photographs it looks like there might be a red centre lamp at the no. 2 end, I suspect that what we actually see is the other three lamps lit white and this lamp unlit. The No. 1 end certainly appears to have three white lamps at the bot
  7. Cackler was originally called Port Dinorwic, and it was presumably renamed Cackler in about 1910, after the racehorse. This was quite a common policy at Dinorwic, although many locomotives retained local names, or names of members of the Assheton-Smith family (Louisa and Alice, for example). There is a painting of Cackler (the racehorse) here: http://www.artnet.com/artists/james-lynwood-palmer/cackler-twice-winner-of-grand-sefton-steeplechase-8ckVeIBYZrwTXydHp91w5Q2. Nesta was a Penrhyn engine, whose policy seems mostly to have named locomotives after members of the Dou
  8. The Electricity at Work Regulations are easy to circumvent: Don't employ anybody. Obligations are only placed on employers. However, it is hard to see anyone wanting to operate a preserved electric train but not wanting to do it under ORR auspices. I'm not entirely sure of their remit, but they seem to cover anything that looks like a railway to me, including things like Seaton Tramway. I suppose if you owned your own land and didn't admit members of the public, you might be able to avoid their watchful gaze (and their prohibition notices), but who's going to do that? You'd still c
  9. Yes, you are right. I used hydraulic motors rather carelessly in my post because that is what I am more familiar with elsewhere. They are C in both UIC and AAR notation, which, like Whyte notation, does not distinguish between how the wheels are powered. The Industrial Railway Society uses a modified version of Whyte notation where the drive is internal, for example using chains, gears or electric motors, and there are no coupling rods. For example, a 4 wheel locomotive driven by chains on both axles is a 4w, and if it is only driven on one axle it is a 2w-2. This do
  10. Westerns certainly had a single hydraulic motor for each bogie, with mechanical drive through gearboxes to each axle. There is an excellent partial cutaway drawing here: http://www.westernchampion.co.uk/loco-d1015-technical.php I have not found any information relating to the D600s (or, for that matter, to the D6300s), but I imagine they were the same, except that the gearbox for the centre axle of the D600s was omitted because it could not be fitted in around the bogie pivot. Separate hydraulic motors for each axle would be the hydraulic equivalent of separate taction
  11. The "o" suffix is not used with A, since a single powered A axle is, by defintion, powered independently of any of its neighbours. Conceivably there might be a case for A1Ao-A1Ao to distinguish something like a class 31 from a locomotive where the outer two axles of three axles mounted on the same frame were coupled together, while the centre axle was unpoweed, but would such an arrangement exist in practice? [Edit: I have just seen @Dagworth's post above] Incidentally, what we are used to in Britain is essentially American AAR notation with the "o" suffix from UIC nota
  12. Most 0-6-0 (and 0-8-0 for that matter) tender locomotives have inside cylinders, and I suspect that it is the balance that this provides that makes them appear attractive. Surely no one can really like the Raven Q6, and the Q7 with its inclined cylinders driving the second axle looks even more unbalanced. Wheel arrangements are arrived at as a function of many things, such as driving wheel diameter, cylinder and valve arrangements, the size and shape of the firebox and the coal and/or water capacity required. I agree that many British 2-4-2T designs are pleasing to the eye; the tra
  13. It is Gresham and Craven, and it is an injector. Beyond the edge of the picture, the writing will say which of their injectors it is (they were given numbers), but I expect there is someone on here who knows such things. Some rather out of focus photos I have of Velinheli show that the injector on the opposite side is opposite-handed. Have you seen the picture of Michael (without cab) here: https://hmrs.org.uk/stewards/welshng? It has the clearest image I have seen of the board that the pressure gauge was mounted on (and is a good complement to the one in Cliff Thomas'
  14. Wouldn't they be rather dark from the soil? I don't think potatoes were usually washed before being transported in the 1930s. The potatoes I buy aren't washed even today (but they come in paper sacks).
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