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  • Location
    Borders & Istanbul
  • Interests
    LMS and constituents, particularly fond of the Good and Safe Wee Railway.

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  1. This might help http://homepages.enterprise.net/iainlogan/modelrail/free.html Alan
  2. That's a very effective little film, especially the framing of the carriage window. Certainly worth copying as a style with today's cameras and the standard of modelling seen round these parts. Alan
  3. Nottingham Victoria has been noted as a suitable confined location for expresses. It sounds similar to Plymouth. But urban areas need a lot of buildings and we're not all Allan Downes or Dave Shakespeare. Alan
  4. Hi Tony, I'm sure you've said before that a rule of thirds applied when planning Little Blytham. Full length ECML trains requiring a good length of scenic section to avoid overwhelming the scene. You probably could have selectively compressed the station and environs by quite a few feet and it would still have been a good representation seen between trains. However as soon as an express appeared or, worse, a long mineral, the compromises would have been exposed. Alan
  5. That was an interesting diversion in Early Risers, though it took some tracking back to follow it all. I don't frequent that thread, so was a bit miffed to see serious railway discussion taking place. Dave, I don't think you can lay blame at Tuplin and Nock as being at fault for the continued view that the Midland had a "small engine policy". I don't think David Jenkinson and Bob Essery would have been unafraid to re-appraise earlier thinking, but they reach the same conclusion despite both evidently having fondness and respect for the MR. That said, I think they were thinking more of the effect of the Midland approach in the early days of the LMS. There is no denying that the Compounds were good sized engines both when first built and when Deeley's full production started. However, that was 1905 and 1907 and, apart from superheating them from 1909, that was it. In terms of passenger locomotives the MR then continued it's programme of rebuilding the smaller 4-4-0s into the 483 Class 2P and reconfiguring 0-6-0s up and down power classes. At the same time the fleet of 2-4-0s were still very active and over 250 came to the LMS. The Midland just seems to have stopped locomotive development (beyond the drawing board) for itself after Deeley left. The 4Fs were a 1911 design and didn't really meet the needs of a company with such substantial long-distance coal traffic. Elsewhere similarly sized companies (and some smaller ones) were developing 2-6-0s, 4-6-0s and 0-8-0s. Admittedly, there were not always a success, but they were addressing traffic needs. Maybe it could be said that the Midland kept its traffic needs and locomotive design in balance (taking into account a desire to avoid expensive civil engineering works) and managed itself pretty well (apart from the London-bound coal traffic) but I think what irks and leads to folk like me teasing Stephen from time to time about MR motive power is the imposition of that thinking on the LMS. The Compounds did consistently fine work on turns that matched their design brief, Euston to Wolverhampton for example, but were never going to be suitable as a WCML prime mover. The 4Fs, not withstanding Adrian Tester's attempt at rehabilitation, weren't big enough or sturdy enough to be the prime freight locomotive for the system as a whole and there were just too many 2Ps built. On speed, I think there were quite a few free-steaming big-wheeled 4-4-0s dotted around that could probably get up to 85-90 mph in favourable conditions, the LY Flyers and the Dunalastairs leap to mind from other bits of the LMS. That's not to decry the work of Midland engines in that regard; they ran freely, were very well looked after and I can't recall hearing of any Midland class having steaming problems at all, unlike a host of other designs. Alan
  6. Thanks, that explains the spacing of the trusses. Alan
  7. That's a pretty poor haul for a dozen blokes, there's probably twice that number of rats around the average grain store. Alan
  8. I haven't heard that since the last Glastonbury Festival! Alan
  9. No dumb questions on 4F variations, the only dumb approach is to think they were standard. The answer to your question is broadly, no, but if you want to get deep into 4F lore on the issues of tender beading and changes to the Fowler tenders, chimney and dome shapes, exhaust pipes, driver's side, piston tail rods and whether the firemen took sugar in their tea you could do worse than have a skim of this:- http://www.brassmasters.co.uk/Downloads/4F Prototype Information.pdf Alan
  10. The alterations are minimal to the locomotive. Reach rod and superheater gubbins switch sides plus removing the splasher beading. After that it's a tender swap. The change to right hand drive came a little time after LMS production started, so a simple tender swap would do for some examples. Alan
  11. Never published. They're scans from a 3" square print. My Mum was throwing them out and I rescued them when checking through the pile of stuff. Bad luck on the WC. Alan
  12. Purlins run the length of a roof about a third of the way up on each side. Thanks for the phone number, I suspect Scotland is a wee bit far for them, but we'll see. Alan
  13. Unfortunately, their website comes up to me as insecure. That's the sort of width I'm looking at and was interested in how few trusses they've specified, they look to be about 1.2m apart at a guess. Are purlins going on? Alan
  14. Too much risk of melancholy is these straightened times. Alan
  15. Good Plan, although surely at WNR speeds and locomotive size, 5 or 6 inches is plenty. To maintain local traditions, a cantilever system that lowers a sugar beet onto the line when the bridge is lifted might be more fitting than anything to do with 'trickery. Alan
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