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sulzer27jd

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sulzer27jd last won the day on October 4 2010

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    Yes Scotland
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    Modelling interests are;
    Scr BR 1960's
    Scr BR 1950's
    GNSR
    BR (SR) 1950's

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  1. Newcastle to Margate TO sets XC61 and 62 BG (NAV) 5x SK BSK 4x SK Mk1 VAC These worked a variety of duties to Margate, Torquay, Newquay, Portsmouth and Eastbourne. John
  2. The Carriage Working Notice (Loco Operated Trains) has the Parcels train as; Victoria 3.10 - Platform 8 1 BSK (MO) 1 BSK 1 BG 1 B 1 GUV 1 GUV - for Dover Priory 2 BG - for Dover Priory 1 BG - Sheerness on Sea The Newcastle set is listed as being 1 BG plus 10 ER Coaches John
  3. One other consideration might be the relationship between private trader wagons and the CR and NB. There were around 30 private traders on the GNSR system but their wagons were registered with either the Caledonian or the NB. Other private traders coming onto the GNSR system from the Scottish coal fields for example would also be regarded as either Caledonian or NB wagons as it was they who held the registrations for them. For the modeller this means that a wagon listed as CR or NB may not have either railway company livery but instead be in the livery of the trader. J
  4. Ian do you have access to the 1914 WTT? There seems to be more of a separation of timings for goods workings as well as clear indications for when train cross at stations. There are also specific notes on arranging of 'waggons' in order to avoid further shunting, exchanging with Caledonian and NB which are helpful to the modeller. The main pick-up appears to be the 9.20 am from Macduff which is timed into Turriff at 10.02 and allowed 11 minutes to shunt. A further note instructs small consignments for the NB route to be placed into wagons for Aberdeen NB or returning e
  5. Don't fall into the trap of considering a small railway to be inefficient. The GNSR ran a very effective timetable including a mainline and suburban services. Like most railways at the time the running of branch lines was done at a pace that today we may consider to be leisurely.
  6. There are a number of images available on the Scottish Line Society archive, which is accessible via any of the line societies. John
  7. Woodland Scenics Medium Ballast, which is their HO range, used in 7mm. Johnston's Klear was used to fix it. John
  8. I’m not trying to be picky but the change was to Both Side brakes and away from Either Side. At least as that was understood in the language used in the early 1900’s.
  9. Agree but the point I am trying to make is that if you want to make the maximum reduction in accidents, with the minimum delay, in a world of single sided braked wagons, You opt to put manual brakes on both sides. You do not need to go beyond that and into the complications of ‘either side’ apply and release. I also sought to clarify that there was no ban on either side brake arrangements, only a requirement that they meet BoT approval. 1911 rules, schedule 1 point 5. john
  10. There was no explicit ruling against it, only that any such system had to meet with BoT approval. None of the pre-existing systems were deemed to be sufficiently satisfactory to recommend them for general adoption. The deciding factor was not advantage or disadvantage of any braking system but was determined by the way in which railways could best reduce the number of accidents, this was in the opinion of the Committee, fitting brakes to both sides of wagons at cross corners. John
  11. Remember also there was use of single sided wagons, that is, vehicles with doors or drop sides on only one side. In the period we are discussing there would be a need for shunters to cross under/through/between wagons in order just to do their job. If the priority was safety, which according to the Committee that looked at this was a key factor, then the reduction of that necessity would have a significant impact. It would seem that the Committee took their priority to be reducing accidents rather than deciding wagon specifications. They happens to consider though, that by fittin
  12. One of the problems we face is in the use of language. "Either side" could be taken as meaning you can put the brakes on or off from both sides of the wagon and it makes sense that if you put them on using side 1 then you could only release them from side 1. By definition you could equally put the brakes on using side 2 and release them using side 2 but would not be able to apply the brakes on side 1 and release them on side 2. The arrangement of on side 1, off side 1 etc. is what the Committee deemed to be brakes that could be applied on "both sides" and the arrangement of on side 1 and off s
  13. The wording of the Committee's recommendation was that "No wagon for service to be fitted with an either-side brake as defined at the commencement of this report,* unless it has been approved by the Board of Trade on the advice of this Committee." It was therefore not an outright ban, but the practicalities effectively ended the use of such systems for hand brakes. * The report talks of trials of 'either side' brakes as being the ability to apply and release. The trials found that none of the brake systems trialed was "considered sufficiently satisfactory to warrant our
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