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Regularity

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  1. The capital of which is… …about 3 krónur… (2p in GBP).
  2. Well, read the OP and respond to the intentions of the builder, as I did.
  3. Wouldn’t that defeat the object of the kit, which is to show the wooden framework?
  4. That’s the one.
  5. And very nice the article was, too. It’s a shame - and this isn’t the first time this has happened - that when selecting the photos, thought wasn’t paid to editing the captions, as some of them refer to photos that were presumably intended to appear earlier, but which weren’t included in the article!
  6. So much for GWR “standardisation”! That is a wonderful photo, and anything 1911 or earlier is out of copyright anyway.
  7. I have a gold subscription, and also run an ad-blocker, yet each time I go to a new tab, a window for “This Day in History” appears. Not a big issue compared to using /community in the paths, nor the last 12 months of images, but does anybody know of any way to stop this? Failing that, anyone know where they live…
  8. No, from someone else, who may have done that.
  9. Useful bibliography: The Modeller’s Sketchbook of Private Owner Wagons Book 1 by A G Thomas The Modeller’s Sketchbook of Private Owner Wagons Book 2 by A G Thomas The Modeller’s Sketchbook of Private Owner Wagons Book 3 by A G Thomas Private Owner Wagons for the Ince Waggon & Ironworks Co. by A J Watts Private Owner Wagons: Volume 1 by Bill Hudson Private Owner Wagons: Volume 2 by Bill Hudson Private Owner Wagons: Volume 3 by Bill Hudson Private Owner Wagons: Volume 4 by Bill Hudson Private Owner Wagons by Bill Hudson [Oakwood Series X57] British Carriage & Wagon Builders & Repairers 1830-2006 by Chris Sambrook Private Owner Wagons of the Forest of Dean by Ian Pope Private Owner Wagons of Gloucestershire by Ian Pope Private Owner Wagons of Bristol & District by Ian Pope Birmingham Railway Carriage & Wagon Company by J.Hypher & C&S Wheeler Private Owner Wagons from the Gloucester Railway Carriage and Wagon Co., Ltd. by Keith Mon- tague Private Owner Wagons: A First Collection by Keith Turton Private Owner Wagons: A Second Collection by Keith Turton Private Owner Wagons: A Third Collection by Keith Turton Private Owner Wagons: A Fourth Collection - Welsh Anthracite by Keith Turton Private Owner Wagons: A Fifth Collection by Keith Turton Private Owner Wagons: A Sixth Collection by Keith Turton Private Owner Wagons: A Seventh Collection by Keith Turton Private Owner Wagons: An Eighth Collection by Keith Turton Private Owner Wagons: A Ninth Collection by Keith Turton Tenth, Eleventh and Twelth are also available Coal Trade Wagons by Len Tavender Private Owners on the Cambrian by Mike Lloyd Private-Owner Wagons (Specialist Booklets No.11) by Peter Matthews British Goods Wagons from 1897 to the Present Day [1969] by R.J. Essery, D.P. Rowland & W.O. Steel
  10. Sometimes such people are given glowing references to help move them on from where they are currently employed…
  11. Am I alone in misreading “Autosol” on first glance? Certainly wouldn’t be a good idea to use Autosol instead of a certain other cream intended for soothing purposes… (My late Uncle Baz once got up in the night because his piles were particularly uncomfortable, so he went to the bathroom to apply soothing lotion, but in the dark, didn’t realise that he had hold of a tube of toothpaste… Apparently you could hear the screams from some considerable distance!)
  12. One of these classes was fitted with external condensing pipes, so it pays to know your Rs from your elbows.
  13. You’re going to site your fiddle yard on the dog’s basket?
  14. Shouldn’t each line be canted individually, rather than as a pair? (I may have misread that, but it suggests to me that for double track, you are canting the track base as a single piece.)
  15. I think the major role of the civil service is to prevent Radical Ministerial Intervention, to save the system from the shock of rapid change. This may not always be a bad thing. Ah yes. Ultimately, if No. 11 doesn’t like it, it won’t happen. And you can’t hide it from the Treasury for very long.
  16. Which so eloquently underlines your point!
  17. IIRC, the 6-plank coal wagons were a bit later on the scene, or at least far less numerous. Small, local coal merchants were happy enough with 5 plank wagons to the 1887 spec, and weren’t so keen on 7 plank wagons as these held more coal, which increased the unloading time and the likelihood of incurring demurrage charges. To the railway companies, getting as much payload into a given space (length over buffers in this case) reduced the number of wagons required to carry it. The 6 plank was added to the 1907 as a few examples had been produced, and it was hoped to entice a few more merchants into slightly heavier loads. Most of the specifications were not necessarily about the exact components, but about the size and position of bolt holes, etc, so that parts were interchangeable for the purposes of repairs. The idea was to say, “This is where we currently are as an industry, and this is the standard we will work to for the next few years.” I think the 1923 specification was more forward-looking than earlier standards, and was adopted by the LNER and LMS for their mineral wagons - albeit with variations! As ever, the key is to get hold of photos of your chosen era and location, and to read up on the relevant tomes to educate yourself in interpreting those photos. This is not something which can be easily answered in a book, nor a magazine article, and certainly not on-line. Genuine research is required, even if it is secondary research (reading books) rather than primary research (original sources). The reason for this is that any published works are likely to be too general rather than specific, giving an overall picture of the statistical average. I always think of the late Don Rowland’s frequently praised series on “Getting the Balance Right” as the perfect example of how an apparently well-researched series of articles can totally miss the point: averages only apply to a whole system, not to specific locations. Or we get very thorough pieces, like the Ince book you mention, or the photographic albums on Gloucester Wagons by OPC and on Charles Robert’s by Bill Hudson. These are useful, but you need to read the notes carefully and only rarely can one apply the information backwards through time. But what about the photos which were never taken, or which were lost? Once you get seriously into this level of information, you will realise just how much variety was present in wagons supposedly built to the same specification, and how eventually you will end up scratch building individual models, or as increasingly seems to be the case, designing and printing them. (A different skill, but not the same craft.)
  18. That’s because the Parkinson principle never fully applies: although people rise to one level above their competency, they don’t drop back to their competency. What they usually do is develop a competency for shifting the blame, which sees them elevated even further beyond their natural ceiling… Then there’s the Government Minister Model, where (with just a few exceptions*) no one is ever in post long enough to do much more that halt or change the previous incumbent’s policies, and moves on before their own limitations are apparent. * Jack Straw as Home Secretary, a firebrand left-winger in his day who was acknowledged to have been the most illiberal occupant in history. Until Priti Patel. And Theresa May as Home Secretary. So controlling that nothing got done.
  19. Do you mean extra pickups? Surely, dummy pickups by definition wouldn’t be able to work?
  20. I remember visiting Germany on a school exchange trip in 1980 - a very enjoyable visit, and I went back again a year later - and one of our teachers point out to me that the long-term tenancies meant lower rents (as increases were locked into tracking inflation, and at any point in time, only a small percentage of agreements were being renegotiated so prices remained stable. In turn this meant that there was more money in circulation in the economy, which led to better saving habits as well as more spending on products, which improved the economic performance but also meant a much higher quality of life and standard of living. Right to buy, along with the deregulation of the mortgage market*, did nothing but increase the cost of property, but since the “market value” or property was used to define wealth (rather than something more useful, such as disposable income and quality of life) then it was seen as a positive. * It was difficult if not impossible to get a mortgage on a house which fronted directly onto a street, which kept the market value of these houses down, and created a useful starting point for savers as the houses were typically the price on the annual average salary. A friend worked as a croupier during the seventies, and saved enough to buy such a house just before this all kicked off. His £4,000 house was useful 10 years later when he sold it for £75,000 and bought a house with his wife, who also sold a flat in London on a similar basis. Result: nice house with no mortgage! The introduction of higher loan to value ratios, plus the inclusion of secondary incomes(usually “the wife”) did nothing more than increase the average house price by the average second income… Consequently, there aren’t enough sheds around!
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