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    ex-LMS, LNER and CLC lines around Manchester ca.1950, 2mm modelling

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  1. https://www.shapeways.com/product/SE2TGQX4J/1-144-airco-dh-9
  2. Indeed, I was just contrasting my attitude in 1987 from that in 1996-2000. I should have added a "Later" to that sentence. Simon
  3. Indeed, they are interesting vehicles with a lot of variety as built considering the numbers produced to just a few diagrams, and surprisingly long-lived if little photographed. In 2mm I've had a go at building 3 types: I subsequently found out that there was a more open frameworked replacement tanker chassis etch which would have worked better than the one I used. Nonetheless loaded they should look fine. I've since used the older 2 of the four shown for something else as the Don Rowland book I linked to shows that the D1838 chassis had fittings more akin to the later chassis added at some point and I wasn't confident that any D1813 or D1838 chassis would have still been suitable for FM containers. Simon
  4. BMs, and possibly some FMs, allow an opportunity for modellers of the BR period to model the LMS container flats/chassis which are quite unlike the BR, GWR and indeed LNER conflats as they are essentially just chassis with container fixing points. See for example, the cover of this book: Simon
  5. The BMs look rather nice. Any chance of any of the various FMs in 2mm as well? Thanks, Simon
  6. Thanks Nick, I've had a couple of goes at 4F wrappers. The brass one proved easier to get the heat in the right place than the nickel silver for some odd reason using an iron. I'll try locating then using our kitchen blow torch next time and then knock up a few creme brulee whilst I actually know where it is! Simon
  7. The 150/2s were quite a shock after loco-hauled services with plenty of seats on the Scarborough services. Not enough seats in a 2 car unit and as has already been said 3+2 seating where the seats didn't like up with the windows and you inevitably chose the seat with a loose base and no legroom due to the equipment box/heater in front. That said when I lived in Nottingham I'd have been happy to see a Class 150/1 rather than a 153 packed to the gunwales! Simon
  8. Been there, done that Nick! I soldered the thin brass wrapper of my B16 boiler to a tube to get it round and provide adequate strength. Well I chose over-stiff wire and the resulting dents needed careful fillng with solder. What 'flame' did you use? Simon
  9. Whenever someone mentions 45612 I always think of this photo (http://www.disused-stations.org.uk/m/millers_dale/index39.shtml - better reproduced versions appear elsewhere) of it coming through Millers Dale station with high sided Fowler tender much in evidence. I have 3 photos of 45509 working over the Peak; all on different days judging by the condition of the loco including a colour shot in the Heyday of Steam Around Manchester showing it crossing Marple Wharf Viaduct. I've not gone looking for rebuilt Patriots, but can only think of 3 photos off the top of my head. I'm not sure what that demonstrates though as it's my perception that the relevant 1959-1961 period is less well covered photographically than 1952-1955 and the end of steam. Simon
  10. Following the timetable change in Spring 1987 class 150/2s took over the N Wales-Scarborough services. Quite a comedown from class 45s and mk2s! From memory, away from the North West and W Yorks others were deployed in Scotland working off Haymarket and down in the S Wales area. On that basis if would have been unlikely that they made it to Newcastle. That said, I once saw a Class 144 at Manchester Victoria replacing a failed 47-hauled service on a Sunday Newcastle-Liverpool so perhaps its not impossible, although less likely on the ECML given their top speed, that something similar happened northwards with a 150! Simon
  11. Seahorse was a regular on the 'Buxton Club train' in 1965 and possibly late '64. The 5.22pm from Central to Buxton Midland. Effectively the Jubilees' last hurrah over the Peak. At that point it was on loan to Trafford Park from Newton Heath. It was thus there too late to be a regular on the Palatine which was a diseasel turn by that point. It's so well photographed though that you'd think it was associated with the Peak forever! A list of representative Jubilees would be fairly static for 1948-1956, but then there was a lot of movement. 45618 is hard to beat for a consistent performer - associated with the line from 1934-1961. There are more photos of Derbyshire Yeomanry in the area than you'd think as well! 45518 Bradshaw's appearance was a bit random though. Rebuilt Patriots are perhaps easier to justify at Chinley on holiday traffic, but some were allocated to 9E or 14B for a while. 45522 (can't find it now but there is a photo of it on its way to Buxton somewhere) at Kentish Town in 1959-61 and 45540 at Trafford Park in 1961 for example. Simon
  12. They worked routinely from Rowsley Yard southwards. Rowsley was their northern limit over the Peak route whilst as LNER4479 notes they made it as far as Gowhole via the Dore & Totley route (on Avenue to Gowhole workings particularly). Simon
  13. Andrew, I don't think our approaches are that different. I still prefer to model the typical rather than the unusual, but I was just saying that restricting yourself to a given day can have unforeseen consequences. I chose a day in 1950 for working out the condition of locos I wanted to model. I was then shown copies of entries from a S. Manchester signalbox register showing half of the locos that passed through Chorlton on that particular day. Having already produced a model of 45649 Hawkins I was not then going to re-number it just because on the 34 occasions it was recorded as working a Manchester-St Pancras express between 23 Feb 1950 and 8 June 1950 it didn't work one on my chosen day in that period. My point about variety wasn't suggesting a free-for-all, just a contrast to today when a non-available loco often means the train is caped or 30 years ago when the replacement traction could only have been something the driver was trained to drive (and in my area usually either a 47 or one or more 31s). Incidently the same period identified above saw 98 different 8Fs and 88 4Fs recorded on a stretch of line (Manchester South District railway) with comparatively few goods and mineral workings. Finally, RE Rose observed. That's what made the book fascinating to me - he contrasted the (changing) usual observed over an extended period with the unusual. Simon
  14. I find this sort of stuff fascinating; frequently getting in the way of doing any modelling. As someone born post-1968 I find the lack of predictability of the steam era particularly interesting. With no restriction on traction knowledge a driver could be presented with (virtually) anything. My fondness for the railways of Manchester past blossomed when I read R E Rose's The LMS and LNER in Manchester. His description of the sheer variety of locos that could turn up on the fitted and partially fitted goods workings to York and particularly Colwick was a different world to me compared with the BR heading towards sectorisation I saw in the then present. The anecdote (from elsewhere) about a GC section driver blocking the entrance to Gorton depot by derailing a J6 (edit to provide correct information: actually one of the J1s allocated to Gorton/Trafford Park during WWII) as he wasn't familiar with the GN controls (edit: loco went walkies because the regulator wasn't fully closed) is even more peculiar to modern ears. Accuracy with regards to modelling can go too far. Limit your choice of locos to a particular day and you'll find your favourites didn't run! Been there, got the t-shirt. Simon
  15. Thanks again for organising this Kevin. Good to put a few faces to names and talk 2mm in these strange times. Simon
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