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  1. I've tried and failed to contact Mr Daniel in the past, and the site has always been sporadically updated. He's obviously paying his bills. There's no risk of losing it because archive.org!
  2. Seems a logical enough proposition. Ought to have a substantial number of parts in common with the 2-8-0.
  3. That presupposes that every RTR model is in fact exactly the same colour. That seems to me a pretty big assumption. If every example of a short run model is moulded from the same batch of plastic then sure, but it seems to me, with some (admittedly 40 years ago ) experience in plastics manufacture that anything that's produced over a period of time with different batches of plastic or paint is liable to vary in shade. I still recall with a small shudder the feeling of a colour match going wrong, and the struggle to get something that might do before the batch goes over temperature and has to b
  4. An interesting question is whether they had anywhere they could have set speed records. Wellington Bank had too many corners, was there anywhere that had straight track, a steep bank going down, plenty of room to stop and low enough traffic to deal with the disruption? I certainly doubt the Southern had a suitable location, while the risks taken for the LMS record are well documented.
  5. It seems a kinda odd question, because there were branch lines that were built to maximum weight restrictions, double track etc and could take exactly the same locomotives as the main line if necessary. It seems unlikely to me that a significant boat train service wouldn't be a through train to London or whatever city, even if the rest of the services on the line were two coach stopping services. I can't see many boat trains, with all the baggage that implies, being all change at the first junction with the main line. So I suspect everything depends on the detail. Are you thinking of a m
  6. The pairs of railcars sometimes ran with an unpowered coach in between, so a mix of powered and unpowered cars is a very obvious extension.
  7. If you consult a GWR rules appendix there are paragraphs of details of which particular stock is allowed to run on which lines, both GWR and others. Doubtless the same is true of the other lines. I understand the LNER actually enlarged some tunnels to deal with loading gauge issues.
  8. Can one not turn that argument around and ask whether there is any evidence that a given diagram does represent a serious proposal? And a serious proposal to whom? At Swindon it's recorded that Stanier and Hawksworth put together a proposal for a 'compound Castle' for which a weights diagram exists. But the tale is that they took it to Collett "and a couple of minutes later we were out again" , which implies Collett didn't know anything about the study and certainly suggests it in no way was ever part of GWR policy. Ironic, then, that ten or fifteen years later a simil
  9. Yes indeedy. Always worth remembering that sometimes studies need to be prepared to demonstrate why something will not be practical.
  10. Some of the ex rail motor types were pretty small as well. The Southern C14 for instance. But the smallest conventional locos would surely have been 19thC Industrials.
  11. I wasn't aware of those... Are they lists of drawings available elsewhere, (like the OPC list downloadable from the NRM ) or do they actually contain the drawings?
  12. My understandng is it was common practice in the very early days when brakes were at best minimal. AIUI unlike an internal combustion engine there is no direct physical connection between the power source and the wheels, and so if the locomotive is reversed the steam pressure is acting against the pistons in the opposite direction. Its kinda analogous to the use of reverse thrust on an aircraft. Johnster is of course correct to state that if the wheels locked up or even reversed the braking effect would be very greatly reduced, but in the early days at least there wasn't that much
  13. Like Mr Hall I've done some time colour matching in the plastics industry and I find that tale impossible to believe. My experience suggests that if individual painters mixed colours the results would have been appalling with different parts of every station in radically different colours. In GWW it states that up until about 1920 the foreman was required to mix paint against a standard colour chart, and after that the paint was supplied pre mixed from the manufacturers.
  14. That's debatable, of course, but turn that around, what is the point of nationalisation? It was primarily about an arguably discredited political philosophy, and secondarily about reducing the huge debt owed to the private companies after WW2. The financial side at least was a failure, and you could argue that there hasn't been a successful model of how to run the railway system since economic conditions had even the slightest resemblance to current ones.
  15. Or worse than average... I've seen papers that suggest a lot of work was done on what could be expected from severely run down locomotives, which is reasonable, because any locomotive allocated to a service needs to be able to run to time, not just those in average or better condition. I was, however, amazed by the magnitude of faults that were considered acceptable on a locomotive still in service.
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