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Poor Old Bruce

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  1. Colin Ashby did both the fixed side and drop side wagons in 4mm. they used a Slater's cattle wagon chassis.
  2. The left hand end of the body side has a diagonal stripe and the wording "END DOOR" if that helps
  3. Not sure if anyone responded to this at the time but Wilesden had a 50T crane built by Cravens as a 36 tonner in 1931 and uprated to 50T in 1939.
  4. On 12th February 1966 I went on a railtour from Birmingham Snow Hill with 43002 as the motive power. The train travelled to Old Hill, Dudley, Walsall, Nuneaton, Burton-on Trent, Trent, Codnor Park, Ambergate, Burton-on Trent (again), Wigston, Market Harborough and Rugby. The return to Birmingham was piloted by D5011 to Leamington Spa (Avenue) and by 45031 from General to Snow Hill as 43002 was reportedly running out of coal by Rugby. I will leave you to sort out the mileage for that lot. Edit to point out to the uninitated that 43002 was a Pig (Ivatt 4MT 2-6-0) and not an HST power car.
  5. Poor Old Bruce

    TPO bogies

    Do you want the coaches to sit at 'Tri-ang' buffer height or 'scale' buffer height?
  6. Does that answer your question? Bear in mind that if you had a black crane, the rest of the train would probably be black as well and almost certainly black up to the late 1960s at least.
  7. Put the levers back in the frame. The map in the OP demonstrates why OS maps should be taken with a pinch of salt. The crossover the railcar is traversing is not shown!
  8. Early wagons (PO or Company) were built with handbrakes one one side only. Some even with only one brake block. The requirement to have the brake operated from both sides of the wagon came in some time in the early 1900s but companies were given time to carry out the modification. WW1 got in the way of this to some extent so there were still single sided brake wagons about in the late 1920s. Some companies fitted a second brake lever to the other side of the wagon but at the same end as the original but the powers that be decreed that the brake levers should be at diagonally opposite corners of the wagon. Morton devised the system where a second brake handle could be fitted on the other side of the wagon and operate the original two blocks using a simple reversing clutch. Where there were bottom doors on a wagon, a cross shaft could not be fitted so that a second set of brake blocks and operating gear had to be fitted. What Oxford wagons I have handled have brake gear and handles on both sides. The Dapol 9ft wb coal wagons only have brake gear on one side with no handle on the other.
  9. I think one or two did, or certainly something similar.
  10. Super pics. Many thanks. Will certainly help.
  11. Not sure what the lifting capacity would be at that range. In real Life the relieving bogie would probably been taken off so that the crane could get on top of the job. A couple of minor gripes with mine: 1 - The top manhole door came away easily with the magnet but the bottom one needed prising out. 2 - The wire operating the safe working load indicator broke after one down and up of the jib. got to work out what it should look like and how to fit it (or a replacement bit of wire) back together.
  12. Whatever you do, I would advise against using a Hornby Patriot tender-drive tender as it is an awful caricature. Unsuitable for a Claughton anyway.
  13. After the Royal Scots were introduced, some Claughtons were released for transfer to the former Midland lines where larger locos were needed. Because (I think) of the greater distances between water troughs on that line, tenders with more water capacity were needed so those from ex ROD (yes - Railway Operating Division) 2-8-0s were fitted. Pictures of Claughtons on the Midland Division show this arrangement together with the cut down cab corners to fit the Midland loading gauge. Edit so say it's all explained in the book.
  14. Something to do with a spare Ratio kit but did Green Park have a crane? There was a 75T crane at Bristol for big jobs so I suppose the BDV at Bath was for the smaller jobs with jacking and packing.
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