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  1. I recall a schoolmate's father had a very large (treble garage sized) 00 layout which was outside rail pickup, so it existed. Certainly looked a lot better than Hornby 3 rail track!
  2. My understanding is there was one specific bridge or viaduct with a weight limit, and it was later upgraded.
  3. As an exercise I've just been attempting to draw relationships of wheels with track with different wheel arrangements. It speedily became apparent to me that this is a far more complicated subject than I had ever realised, and that a reasonable study would involve some very serious mathematics, well beyond my competence, and large tables of data to present the results, which would be rather indigestible in any format other than textbook or technical paper. However my little study served to educate me in the very beginnings of the subject, so I thought I would pass the results on. The att
  4. It's interesting how the Barry rang the changes with various chassis and tanks around a basically standard boiler and I think cylinders, 0-6-0T, 0-6-2T, 0-6-0ST, 2-4-2T, 0-4-4T, but if only we had a record of why the CME decided on each config and of how they worked out.
  5. I think it will be reasonable to distinguish the long wheelbase 0-42T and 0-4-4T from the others. 3521, 3541, 1345 and 34/35 all seem to be long overall wheelbase/short driving wheelbase locomotives. I'll speculate that flexibility to handle curved track may well have been part of the design aim. The drawback seems to have been that at least some of the designs were terrible riders, with a track record of derailments. No 9, although in many ways more related to tender locomotive development - see @MikeOxonblog for an interesting side by side of a No 9 model and a Dean single, seems to ta
  6. Most likely the outline was readily visible as a guide. For a modern example look at photos of 5322s tender as currently painted black - the outline of ROD 5322 is clearly visible.
  7. They were part of a whole group of tender and tank engines that are very similar, with 17*26 cylinders. Looking at the build date they were surely designed as a group. As a reasonably conventional class they're not so much what I was thinking of. 3201 2-4-0, Lot 65. 3201 was built before the others, in Dec 1884, and immediately sold to the Pembroke and Tenby Railway, returned1896. 3501-10 2-4-0T Broad Gauge, Lot 64 built 3/1885 - 5/1885. Converted to Std gauge and 2-4-0 1892 3511-20 2-4-0T, Lot 64, built 5/1885- 9/1885. Altered to 2-4-0 1894/5 3202-3205 2-4-0,
  8. This is the full on Swindon version of the F class, with the Barry boiler replaced by a Standard 9, and of course pannier tanks. This sketch is based on GWR diagram B60, and its interesting that the inside frame profile on that drawing is different from the other GWR and Barry diagrams. Its difficult to work out this kind of detail in photographs where the frames are in shadows, but I have a suspicion this style of frame may be associated with at least some of the later lots. I do need to say that although I've given the sketch a cabside number of 780, I do not actually know which style of fra
  9. This was an interesting one to draw too. The nicely drawn Barry weight diagram is dimensioned with a front overhang of 6ft 7in, but the drawing scales some 5 inches less!
  10. I'm trying to work up a sketch format that I can do reasonably quickly and which doesn't imply a level of accuracy that doesn't exist, yet is sufficient to be usable for comparison purposes. How does this seem? This is the 1865 Sturrock built by Avonside for the GNR. The first of Deans experimental types No 1 started life with a very unconventional front bogie, which was a unique and rather complicated suspension type. Later it was converted into a conventional 2-4-0T as per @Miss Prismpost above. This is a representation of the
  11. Regularly but not necessarily correctly. Entries tend to be dominated by people who may not know as much as they think they do. Read, for example, the talk page on the Great Central Main line, https://en.wikipedia.org/wiki/Talk:Great_Central_Main_Line and how much effort it took to get the nonsense about the London extension being built to the Berne gauge even partly removed.
  12. The first thing that intrigued me was the 1345 rebuilds. Why rebuild 0-6-0ST as 0-4-4s? Looking at RCTS they are noted as having been unsteady at speed, rather like the 3521s. The first of them were built by Avonside for the Monmouthshire, a line that seemed to have had a very odd collection of locomotives. That got me looking at what else came from Monmouth, and I noted three similar Avonside 0-4-4Ts with back tanks, rebuilt by Swindon with saddle tanks 1897/9. That in turn made me look for Avonside, and I turned up this page: https://www.gnrsociety.com/locomotive-class/sturrock-0-4-2-subu
  13. This is something of a followup from discussion in another Blog entry, https://www.rmweb.co.uk/community/index.php?/blogs/entry/24891-gwr-no-34-1890/ and is also relevant to this one. https://www.rmweb.co.uk/community/index.php?/blogs/entry/24922-gwr-3521-0-4-2t-and-0-4-4t/. As I said, I'm beginning to further appreciate what a weird and largely unsuccessful bunch Dean's larger tank engines were, and what a contrast in style they were from the smaller 6 wheeled engines, conventional, successful and very long lived, and heavily based on Armstrong originals. So this is a sort of brain dump/requ
  14. I don't think Tuplin is the source. Cook reports a slightly variant text as being commonplace among apprentices when he was one.
  15. I'm beginning to further appreciate what a weird and largely unsuccessful bunch Dean's larger tank engines were, and what a contrast in style they were from the smaller 6 wheeled engines, conventional, successful and very long lived, and heavily based on Armstrong originals. I'm going to look at writing something up.
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