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Alfster

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  1. Have seen similar pictures in other books along the Goodrington - Newton Abbot route.. Reason given is that after working the down Torbay Express, stabling the stock for the following days London service, the loco used to then work the Goodrington - Newton Abbot pick up freight sometimes with headboard still in place.
  2. Hi Les If you look on the semgonline.com, in the member files their are pdf files one of which lists all the coaches allocated to the Southern region. But has been stated previously most Mark 1 FK's were for conversion to electric vehicles, When BR(S) started using FK's they were Mark 2 vehicles. http://www.semgonline.com/proto/BRSCarriages1%20i5p1.pdf?LMCL=CvD0Nf Southern Region Allocated BR Standard Coaching Stock. Vol. 1 - Passenger Carrying Vehicles. Compiled by Mark Brinton
  3. Hello was looking for some carriage formations on WoE trains and came across this... BR(W) Passenger Train Marshalling 14 May to 30 Sep 1984 Circuit Working OM 255 06.20 O.O.Common to Reading ......... 07.17 Reading to Newbury MSX due 07.49 08.22 Newbury to Paddington MSX due 09.17 10.27 Paddington to Penzance SX due 16.23 05.15 Plymouth to Exeter St. D. ........ 06.45 Exeter St.D to Paddington MO due 09.30 10.27 Paddington to Penzance SX due 16.23 K FK(b) (d) J-C 7FK (d) B FK A BFK (d) 10/350 tonnes Timing load 350 tonnes Air braked. Electric heating. 100 mph. Mark II A/B/C (b) Mark IID vehicle (d) declassified Additionally FLOOD of this very thread posted some carriage sightings at Exeter St.D. on the 31st August 1985 an all first was this one. 1V81 09.17 Leeds - Penzance [8 Coach W.R. AB/EH] 47627 13473 13511 13215 17118 13512 3393 13530 13479 --- FK2a FK2b FK BFK2c FK2b FO2f FK2c FK2b ad OM ad OM xdB1 OM ad OM ad OM ae MA ad OM ad OM
  4. Hello, Are their any updates to the publishing date. Secondly are the Pullman coaches covered and if so in which volume?
  5. For D604 delivered in 01/1959 air intakes were changed to the vertical type in 01/1961 with small yellow warning panels being applied in 02/1962. For reference D600 delivered in 01/1958 air intakes changed in 11/1960 with small yellow warning panels being applied in 05/1962. D601 delivered in 03/1958 air intakes changed between 11/1960 to 01/1961 with small yellow warning panels being applied in 08/1962. D602 delivered in 10/1958 air intakes changed in 11/1960 with small yellow warning panels being applied in 04/1962. D603 delivered in 11/1958 air intakes changed in 12/1960 with small yellow warning panels being applied in 04/1962.
  6. Think its a shame Kernow do not take the un-prototypical route of selling two-car blue / grey versions, if they sell loads they will have a fair indication of how many centre cars would also be required, not excluding the green and blue versions.
  7. Whilst I have completed coach kits, the step to full P4 standard mitchell/ finney locomotive kits, have to admit is beyond my skills however hard I try. Can I ask what is the typical commission fee to construct and paint a kit?
  8. Everyone is prone to human factors (i.e. the occasional error) why have dedicated researchers even some photographic evidence has been proven wrong in incorrectly dated; number information; the presence of yellow panels etc. Dapol Dave surely showed the way to go with the Western development encourage the masses for their input, if done correctly when the commitment to produce comes their should be no alarming errors present within the model.
  9. BigAndy Re: I have bought several of their MK2 B's and C's, however these are pre-rolled brass sided affairs that take a lot of work to look right ( including cutting along the whole length with a slitting disc as they are too deep in the tumblehome ), but as long as the time is invested, they stand up very well in a rake of Bachmann 2a's. Have pondered doing somthing similar myself, to obtain some Mk2b's & C's would it be possible to see your handwork?
  10. http://www.uksteam.info/tours/index.htm Have always used this site, also good for the light loco movements between tours.
  11. Personally have often contemplated building Paignton for the very reason of versatility of having both mainline and preserved together. Mainline trains either terminate completing a run round in the platforms or run through to Goodrington then return nearer their booked departure time. Preserved trains run round at the station. Modern traction is purely HST’s, Voyagers and DMU’s Classes 142,143,150,158. Though wind the clock back to the eighties Classes 25,31,33,37,45,46,47,50’s, HST’s and DMU Classes 101, 108 & 118’s were all seen at various times. Quite often even the local stopping trains were 3-5 Mark 1 coaches. Option of any visiting engine to either the mainline or presevered part. Plus numerous mainline tours then traversing the preserved line with all manner of motive power steam & diesel.
  12. 50025 Was observed on the 12.03 Portsmouth - Paignton train at Southampton at 12:52 on Thursday 23 July 1987. For full information of this and other Portsmouth-Exeter Class 50 working see link below (also gives coach formations and numbers)quite a good sight though no personal link myself. http://www.malcolm-smith.150m.com/railways/working/sector/west/exeter/exeter.html Recall reading in one of the Class 50 society produced magazines that I had bought on a railtour a full list of all engines that had worked these sevices even occassions when speed restricted departmental pool engies were used (but alas where it is now do not know).
  13. Alfster

    Dapol Class 22

    Asked on the Dapol stand at Warley if their were any plans to produce the Class 22 (63xx) in their original disc headcode versions and was told not at this time!
  14. Would highly recommend the book has a well balanced mixture text & pictures. Received it earlier this week though not yet read it in detail but at first glance is very informative on the lines of previous publications by Adrian Curtis. Format is similar that of the Irwell Press “The Book of the “series. After a brief introduction each loco is covered over at least four pages giving Date Built / To Traffic, Liveries Carried (with dates), Depot Allocations, Last Day in Traffic, Withdrawn, Reason for Withdrawal, To Swindon & Cut up dates & Millage with at least 6 to 9 pictures. Details are given of the last hours / workings leading up to withdrawal with the Swindon works histories also supplied. This covers the first 129 pages for the Swindon built D1000-1029 Westerns. Pages 130-144 are more textual. With volume two covering the remainder of the class would certainly live up to the title of a definitive record.
  15. Hello Brian To answer you question “Do you put lights in your coaches?â€, very quick answer to the question is no. To date have only built four Comet kits all Mark 1’s (RU, BSK, CK & BG), all as practice for a Mitchell Grange. Though as with any kit takes a lot of time and effort to make a truly convincing model which stands out, especially as the quality of ready to run models is always being lifted! Though the coaches built from Comet parts by Rocar are a perfect example of what can be achieved. Still have the BG at my parents which has a kadee No.5 coupling one end and a hook to attach to an engine with a working screw coupling at the other. The other coaches were sold on. The painting side of things is not my strongest point, to pay £60-100 for a professional paint job for a coach is a little off putting. Though currently have five Comet Mark1 kits to do but am more tempted to build a couple of the GW 70’ vehicles, Your H.27 Restaurant car looks great. Reminds me of a picture in the book Rail Trails: South West, taken in July 1959 it is of 6845 Paviland Grange heading the 12.05pm FO empty diners into Cornwall, five GW restaurant cars sandwiched between a Mk.1 BSK and BG. The fifth vehicle is a 70’.
  16. Hello, With regards to Comet vs. Hornby how do the roof profiles match up from the end view? Had always been tempted to buy a Comet Hawksworth coach but from pictures of the real thing the roof profile from the end on a Hawksworth coach would appear to be of a flatter arc or is that the perception on the eye where the coach roof also arcs away to the ends as well. Rightly or wrongly was led to believe the standard aluminium roof supplied by Comet is more typical of a Mark 1. Secondly can I ask when building Comet kits do you prime and paint the inside of the etched coach sides, and if so at what stage of the build process and how?
  17. Have noticed that RCTS are now producing past issues of the Railway Observer on a CD-ROM Has anyone bought or seen one of these CD's, are they a years worth of Railway Observer magazines that are scanned copy of the original in a pdf type format?
  18. Nice work Just one question, do you prime then paint the inside of the etched brass sides?
  19. The published pictures I have seen are as follows but like you say are excursion trains only:- 34056 Croydon passing Torquay gas works on an excursion from Tavistock North to Goodrington Sands on 14th June 1958. Middleton Press - Branch Line to Kingswear Vic Mitchell & Keith Smith. 34033 Chard piloted by 2-6-2T 5178 on 26th June 1959. Having run from Torrington dropped its passengers at Totnes had run empty to Kingswear. Picture taken passing through Kingskerswell station on the return journey. Past & Present Special - The Paignton & Dartmouth Steam Railway Peter W.Gray. Also on the same theme or engine change having taken place. 6965 Thirlestaine Hall heading empty SR stock to Kingswear in association with a River Dart Excursion at Goodrington signal box on 11th May 1962. Bradford Barton ??“ Great Western Steam in the West Country. SR Class N 31875 on a Bere Alston to Goodrington Sands Halt excursion on 16th June 1962 passing Cockwood harbour on the return trip. Ian Allan Steam on West of England Main Lines, Peter W. Gray. Re- Exchange Workings In a same book as above, quoted against a picture of a West Country heading up to Dainton was that by the Summer of 1959 the previous regular exchange workings had been disrupted by the closure of stations and the arrival of the hydraulics such that the SR engine working over the Western region main line was the afternoon 4.35pm Plymouth ??“ Paignton then 7.20pm Goodrington Sands Halt ??“ Plymouth to/from Newton Abbot only. As the rebuilt WC/BoB weight ban was lifted on the Plymouth road in 1960 certainly possible that a rebuilt engine could have taken over on the exchange workings to from Newton Abbot I guess!
  20. Have seen a few pictures of West Country / Battle of Britain??™s at the head of excursion trains to Goodrington Sands, or Kingswear in association with Rivert Dart trips in the early 1960??™s. How often did these excursion run, plus did the rebuilt WC/BoB ever run on these services?
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