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Everything posted by PenrithBeacon

  1. No, the S&C didn't make sense and it started as a political ploy by the Midland to get access to the L&C at Low Moor for Anglo-Scottish traffic. This isn't the place to go into this but things went belly up and after much to-ing and fro-ing the Midland was obliged to build the railway by parliament. There are books on the topic, lots on Amazon
  2. No absolutely not. The natural boundary of the MR was Bristol. It only took over the S&DR because of the joint agreement with the LSWR, so limiting it's liability. Even that was a mistake. The B&E was, and is, very much a rural railway, Exeter was very small in the mid nineteenth century, not much there for the MR. Regards
  3. For those who want to know about the subject https://www.abebooks.co.uk/9780951936719/Locomotive-Valves-Valve-Gears-Yoder-0951936719/plp Excellent, but does do poppet gears which hadn't, at the time of writing, been applied to locomotives. Well worth having in your library. Cheers
  4. The LSWR was a joint owner of the S&DJR. There was another connection at Bournemouth West and Broadstone
  5. There was a creamery on the west side of the GWR at Bridgewater that was served by the S&DJR, see https://transportvideo.com/product/branch-line-to-burnham/ Cheers
  6. Yes this is true in part, the Somerset Central was BG and the DVR was SG. It was the conversion and the subsequent sale to the MR/LSWR that caused the animosity, which seems to have been carried on to extreme length by some staff.
  7. https://maps.nls.uk/view/106020887 I believe the connection to the GWR was under the road bridge on the map. IIRC a single slip onto the GWR up mainline. Cheers EDIT: I can't see a connection between the two railways on this map although they were very close https://maps.nls.uk/view/106021952 Wasn't the S&D Jnt line to Wells taken out in the early fifties? IIRC the animosity between the two railways started when the S&D converted to standard gauge and the two railways became fierce competitors. That was before the line was joint MR/LSW. I'm sure it's all in Robin Atthill's book.
  8. https://en.wikipedia.org/wiki/Joy_valve_gear https://www.bing.com/videos/search?q=joy+valve+gear+animation&docid=608026000229796502&mid=1BB9ECE8C6C665BFD8AA1BB9ECE8C6C665BFD8AA&view=detail&FORM=VIRE https://www.bing.com/videos/search?q=joy+valve+gear+animation&docid=608010611422070033&mid=4E683F8477154B1B64E84E683F8477154B1B64E8&view=detail&FORM=VIRE
  9. I think the loop on DGs is too short, the curve was a B6 crossover and the vehicle a BR standard brake van. I'm still looking for a reliable coupling that doesn't require me to go all OCD to get it to work. Last year I noticed that the blokes who exhibit Flintcombe use S&W but only on one end, the other being a simple loop. Might give that a go. Cheers, and thanks for the thread.
  10. My DGs had problems with lwb wagons. They kept pushing them off the rails. I dumped DGs Cheers
  11. Just out of interest does it have a BS381C number?
  12. I notice that Sharman wheels are available, in very limited quantities, from Precision Paints. I've just ordered a set, in P4, for a Jinty. One thing though, although I haven't seen a Sharman wheel for decades, I have a memory of there being a brass insert for the axle, these seem to be a straight forward hole in the nylon, similar to AGW wheels. Regards
  13. I didn't make it clear that I was talking about Pacifics but then again I was replying to a post about pacifics or at least wide fireboxes. In that context both Churchward and Raven were behind the times, very much behind the times. Gresley, on the other hand was right on the ball about wide fireboxes and Pacifics although his valve events left a lot to be desired. In this, of course he was very typical of British locomotive engineers of the period, the proceedings of the Institute of Locomotive Engineers in the twenties make that much very clear. Lots of controversy there.
  14. Know sweat: scientists solve mystery behind body odour https://www.theguardian.com/science/2020/jul/27/know-sweat-scientists-solve-mystery-behind-body-odour?CMP=Share_AndroidApp_Copy_to_clipboard
  15. I was under the impression that most of the closures were under Harold Wilson's government when Barbara Castle was Minister of Transport. Almost all of the closures could, and can be, justified; as can the few re-openings that are occurring now. I see that this morning's Guardian has a proposal in it to electrify the motorway network for HGVs! Unexpected that.
  16. There is, potentially, another reason. This photo has been scanned and that could affect the outcome. I suspect that the blue sky has affected the light reflected from the engine, but it's all speculation without seeing the original slide/print
  17. I think the point about Gresley's designs is that he followed the latest design trends in the USA but adapted them to UK standards. The designs by Churchward and Raven were very conservative by the time they were built, this being particularly true of Raven. The LYR and LMS design offices were very much better at following US trends but none of their engines were built which might have been a good thing bearing in mind lubrication and valve gear issues. I think Stanier got it pretty much right with the Princess class and it was only his lack of experience in the details of superheating which caused the engine not to deliver right from the off.
  18. Unfortunately not available any more. Both the Bachmann and Hornby 08s have chassis issues and I would love to see one of the etched kit manufacturers do a chassis kit for these.
  19. I thought railway workshops were only allowed, by law, to build for the railway?
  20. Sorry, I think those figures are very speculative and don't include the context anyway. Personally I distrust any enthusiast's figures for power output, preferring indicator diagrams. Enthusiasts tend to over-estimate in their enthusiasm and all they are able to do is estimate anyway. I have often read Nock and Allen's articles and noted how different they were to the controlled tests done by BR. Best taken with a pinch of salt. I agree that 'knocking' is a serious issue for two cylinder locomotives at low cut-offs and gets more serious as locomotives get run down; I believe the GW Saints had this problem too and it was one of the reasons why Churchward went to multi cylinders for later express passenger locomotives The Britannias were intended more as a mixed traffic locomotive which is one of the reason's why they had a single chimney. SO Ell at Swindon was of the view, of which I'm not sure I agree, that single chimneys were always better than doubles, a view that seemed to change when Castles were modified!
  21. Don't think the power output of the Britannia's was anywhere near 6,000 hp!Nearer to 1,500 perhaps.
  22. Wiki as a source is suspect as is the atlas you have. I would like to see the agreement between the MR & GNR about the GN running over the MR as far as Werrington. My recollection is that the GN used the MR to bring in materials for the construction of its line but whether there was a permanent connection at Werrington seems to me to be in doubt. For what purpose? I think the connection would be at Peterborough. The MR wouldn't have a need for such a connection surely and the GN didn't AFAIK didn't run services over the Midland line. Werrington has, I think, always been an internal GN junction.
  23. Does your railway atlas give it's sources? When the Midland and the GNR came to an agreement about the GNR line out of Peterborough that agreement specified that the GNR was not to build any stations from Peterborough to Helpston. It might have been true that there might have been a junction between the MR & GNR at Werrington, but why I can't imagine why when there were plenty of junctions in the Peterborough area and the MR line to Peterborough was very much a secondary route with the MR having its own line to Lincoln.
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