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Everything posted by WillCav

  1. Thanks Stationmaster, Lots of useful info - I don't think the reversal troubles the West signaller if done in the bay? I didn't think of the station being closed - that seems like a likely reason. Seeing as my scenic break is going to be the Malvern road bridge, we might only see the nose of a 14xx during that move! Are engine diagrams available anywhere for me to research further? There seems to be a only a few light engine moves shown in the STT - I'll need to send a few off shed to St James in the morning and back in the evening. Will
  2. Thanks for that really informative reply Johnster. The reversal part is only Malvern Road to st James - about a mile ish. If the autocoach is starting at at James with the loco at the front, the driver could be in the autocoach cab ready and the fireman drives the 1st mile? I can't understand why it doesn't just continue to Malvern Road to reverse - less than 200m further. How do you find out what is rostered on a service? Thanks Will
  3. Hi all, I've been researching the Working Timetable for Cheltenham Malvern Road 1948 and there are a number of trains reversing in their journeys and I've got a few questions. 1) Autotrains St James to Honeybourne and vice-versa usually reverse in the bay but some reverse at Malvern Road East Jn - would the driver change ends on the ballast or would they propel to/from St James? 2) Class B passenger St James to Honeybourne and vice-versa - would that be able to run round in 4 minutes available? Would that be a tank engine or tender? Any suggestion on class?
  4. Can you see the castle used recently for "I'm a celebrity... " from Abegele and Persarn station? Will
  5. Most GWR stations from 1923 were... I'll get my coat Joking aside - Windsor & Eton both stations can check if the Queen is in residence Will
  6. If you look on at later maps, or in the E Lyons engine shed book, the shed extension fits in the gap south of the two goods lines. The weird thing is that the lines between the station and the coal stage seem to change from 3 to 4 at some stage. Thanks all for your input on this location. I've been looking at timetables etc and it looks like quite a busy station. Will
  7. There is no goods shed unfortunately and all photos seem to only be opens in the goods sidings - but I can have the pickup goods with more interesting wagons going onward to St James. In 1947, one of the diesel railcars was shedded there - I'll also need to find out how they were fuelled (but that's off topic for this thread). It must be a rare GW shed - it has no panniers based there in 1947. Thanks for all the assistance everyone Will
  8. @Compound2632 I thinking about Cheltenham Malvern Road about 1947-8. 16 locos + 1 railcar based there It's 31 chains between two overbridges, with a depot, 3 platform station and some goods. It's asking to be modelled. Thanks Will
  9. Hi all, I'm thinking of building a modest engine shed with coal stage as part of a layout (we've all got too many locos haven't we). The shed I'm looking at would need to receive up to 100tons of coal per day. How were Loco coal wagons sent to the depots? Did it get added to regular goods working or was it in specific loco coal trains (perhaps dropping off wagons to each shed on a route). Looking at photos, it looks like both 10ton and 20ton wagons were used in the same locations. Where were the 40ton bogie wagons used? Were a few of the w
  10. Thanks for that info - I should have known not to trust Cooper Craft - the brake gear isn't great on their 4mm GW wagons. Does that mean that no 3 plank wagons ever had DC brakes? The last ones built (2 × O35) were Morton braked. Thanks Will
  11. The line drawing on the box and for kit 7015 shows DC1 brakes - don't know if it can be built with single sided lever instead as I work in 4mm so I've never built that kit. Will
  12. Could it be the Cooper Craft / Slaters one? If so, it is an undiagrammed early one. Will
  13. No worries MIB, I think I've seen the same photos. Looking forward to seeing your pump van Will
  14. I've had a go. It was one of the Lima ones and the plastic was quite easy to carve. I used a craft knife and files. I added some plasticard straps over the tank. Here's the result - still need to put some transfers on and weather it. The DC brake gear was a spare Parkside one that I saved when I built a Z2 as a Z3 with Morton brake. It's not anywhere as detailed as the brass kits but hopefully gives the impression of a different milk tank. Will
  15. I'm planning to carve off the long levers and add some spare dc levers and v hangers from kits. It won't be perfect but hopefully it'll pass the 3' rule!
  16. Hi all, I'm trying to build a number of GWR milk tanks for a milk train. I've got some really nice tank owner plates from Rumney Models and I want to get the wagon as correct as possible. Luckily, there is a photo in GW Wagons Appendix by Russell of the very wagon - but when built. It had vertical sections between the solebars and the base of the tank with the number, G W and tare weight. This doesn't appear on many later tank types. 1. Do the vertical 'boards' stay the whole life of the wagon? 2. Which side if the ladder did Express Dairy put
  17. Agreed - got to be AA2 or AA3. Just checked Atkins Beard etc. AA2 was the same body as AA3 but with heavier axleboxes and springs. Difficult to spot on these pictures.
  18. Andy, It looks like a 20' toad from that angle. The ten diagrams that were the 20' toads were AA1-6, 9, 10, 12 & 14. I think we can discount tunnel, P-way and ballast Van's, which leaves AA1-3. AA1 6w goods brake van 62 built 1900-02 AA2 4w goods brake van 278 built 1902-10 AA3 4w goods brake van 840 built 1889-1901 I'll have to dig out some books to see the difference between AA2 and AA3 which it is more likely to be by numbers built. I'm not sure if I want to call it as definitely a 4wheel van - that platform is right in the way.
  19. Johnster, Just looked in Russell and it says it should be 61'2" (60' + bow ends) so your coach isn't 3' too long. You could make one easily with 3 b set coaches cutting at the door lines, but that would be a waste unless they were dirt cheap. What were those coaches used for? And which bogies did they sit on? There's not much info in Russell. Thanks Will
  20. On the GWR, they quite often used 2 blocks on unfitted and 4 blocks on vacuum fitted wagons. This practice was not 100% adhered to but generally applied to both Morton braked and earlier DC braked wagons. Did this apply to other companies? Will
  21. How about pinning down brakes - could the position of safety be on the opposite side at the top and bottom of the hill?
  22. I used to be in timetabling in the early 2000s. Many of the rules for headcodes had been around for decades (as had many of my very knowledgeable colleagues). Cross border trains from one region to another had a specific letter as below depending on the region of its destination Western V Southern O Eastern E Scotland S Midland M Other letters were used for trains starting and terminating in the same region. Some letters were not used in various areas as some train describers couldn't show some letters - I was led to believe that was why W wasn'
  23. I don't know the answer - and I am looking forward to the suggestions. My guess is it be security? Less opportunity for a trespasser to release the brakes on a stabled wagon? Will
  24. Also need to add different bogie centres - 35' or 34'6". Note that Lima use about 33'3" centres and if you change to 9' bogies, they can colour the DC brake gear - another thing to correct in the Lima - oh dear! Will
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