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Everything posted by TheSignalEngineer

  1. 39-451 LMS 57FT PORTHOLE COACH CORRIDOR SECOND BR MAROON is possibly the one.
  2. Big man, big ____ Little man, all ____ Add your own choice of word to fit any situatiin.
  3. Good job the side panel of the bunker extended well along the cab otherwise the numbers might not fit
  4. I think that besides its position on top of the tunnel mouth two other factors worked against the Snow Hill hotel. After the Bicester line opened in 1910 the GWR and LNWR came to an agreement over sharing the Birmingham traffic with both running two-hour expresses. Besides that the Grand was about 100 yards along Colmore Row, while New Street had the Queen's adjacent and the Midland directly opposite its main entrance.
  5. This is an artist's impression of the 1939 proposal for Snow Hill Hotel https://www.warwickshirerailways.com/gwr/gwrbsh1645.htm
  6. The original hotel at Snow Hill waa built in 1863 and altered during the 1871 station reconstruction. I don't know when it was converted to offices. Its main problem as a hotel was being built on a steel framework over a 1 in 45 gradient used by heavy freight trains. Smoke from the tunnel drifted up the back wall for most of the day and night. The roof was badly damaged by an air raid but later repaired. It was finally demolished at the end of 1969. The GWR announced that it was to build a new luxury hotel at the station in 1939. Unfortunately Hitler decided to invade Poland a few weeks later and that was the beginning of the end for Snow Hill old station Extract from Great Western Magazine Vol. 51. No 4 New Great Western Hotel for Birmingham., April 1939 The announcement that the Great Western Railway is to build a modern hotel at Birmingham (Snow Hill) station is yet another instance of the Company’s desire to provide the very best facilities for its travellers and the cities and towns it serves. The hotel is to be constructed on the site of the building now used as divisional offices and restaurant, and will have frontages in Colmore Row, Snow Hill, and Livery Street. The building is to be a six-floored, steel framed structure and will be faced with natural Portland stone. The facilities are to be of the most up-to-date nature and will meet a long-felt want in the City of Birmingham. The ground floor will comprise reception offices, hall, lounge, cocktail bar and cloak rooms; and the existing bar and grill room are to be improved. The first floor will be devoted mainly to public rooms, and will include a dining room with accommodation for 150 dinners, a spacious lounge and a smoke-room. In addition, there will be three private meeting rooms (which can be converted into a single dining-room with seats for 160 people), and display and stock rooms in which business houses can entertain their customers and hold trade shows. The first floor will also accommodate the kitchens. The remaining five floors of the new hotel will contain the bedrooms, numbering in all 28 double rooms and 142 single – each with a bathroom and lavatory. There will also be a private suite on each of these floors. Central heating, and air-conditioning of the main public rooms, will add to the comfort of patrons, and fire-proof floors will conduce to their safety. The main hotel entrance will be in Colmore Row, and there will be direct access to the booking hall forecourt on the station. New divisional offices and accommodation for the hotel and refreshment rooms staff will complete the rebuilding scheme. Work is to start this year and, when completed, will convert Snow Hill station into one of the most imposing railway structures in the provinces.
  7. The standard on the LMR when steam was still about was that the signal should be replaced by the first wheel hitting the track circuit 150 feet past it. Once steam had all gone the standard was changed to the first suitable joint between 5 feet and 65 feet beyond the signal. Of course there were instances where the colour light was a Block Section Starting Signal, in which case there wasn't always a track circuit beyond it. In this instance the signal would be 'Last Wheel' replaced by the berth track circuit going clear after it had been occupied by the train. Last wheel replacement was also used where banking was authorised and in circumstances where a train could be propelled past it during shunting. Other special controls were applied where permissive working was permitted e.g. stations like Birmingham New Street where platform signals were replaced by Last Wheel or by the second track circuit past the signal becoming occupied. This was to protect against the driver of the second train following the preceding train past the signal because it was held off by his train being on the berth track circuit when the first train left. In areas with colour lights and full track circuiting replacing the signal as soon as the points were held by track circuit operated route locking until the train had passed over them the actual point of replacement didn't matter.
  8. Saw 66721 on the Hams Hall empties this afternoon. As I walked down through the park at Marple it was just coming out of the North tunnel
  9. Just being a grumpy old man, old enough to remember when I used to catch the first morning train from Birmingham to Euston and the restaurant car staff did at seat service of coffee in steerage after they had done the first class breakfasts. Fresh brewed coffee from tall pots, proper cups and saucers as well.
  10. A train with 1st class and a guard? I'll have a pint of whatever you were drinking.
  11. The old railway was generally a friendly place. I was made welcome in loco and pway cabins in most places back in the last millennium. One occasion I was doing a preliminary survey for cabling a pole route from Bloxwich to Rugeley. We had walked the first block section to Essington Wood, intending to reach Cannock to get bus back to Walsall. The colliery trip was shunting in the sidings there. As we passed the driver asked how far we were going and offered us a ride to Hednesford. He slowed down to walking pace whenever I wanted to look at potential problems. At Hednesford he took us to the cabin for a brew. One of the other drivers said he was taking a train to Lea Hall colliery at Rugeley after lunch, did we want a ride? We checked or escape route and found we could get to Trent Valley for a convenient train to Stafford, food and an express home. The offer was gratefully accepted and we completed three days work in one.
  12. I'm not sure that it was dimensionally accurate. The doors on one side are the wrong way round IIRC and the door lines are raised. In y view the best starting points are 1) A Hornby BT with Comet end for P3 to Diagram 1856 Nos 24410 - 24429 For this one remove the duckets and fill the spigot holes behind them. File off the detail from the brake end, cut an aperture for the driver's windows. Fit the Comet end and detailing. You would need to check the roof vents as some lots of the LMS suburbans had torpedo vents and some had shell vents. I don't know if Hornby git the right variations for their numbers. 2) Airfix/Dapol BTL plus the body from either a BTL or CL for a donor compartment, for a P2 BT or Pull-Push conversion. Cut out the lavatory section. Cut one compartment section from the donor body and test fit in place of the lavatory, ensuring that the correct compartment spacing is maintained. Cut out the window between the innermost compartment and double doors, making the guard's compartment shorter to get the correct overall body length. Reposition roof vents as necessary. This will give you a a body for Diagram 1735 BT as seen in one of my posts on the previous page. To make this into the Pull-Push conversion, file off the detail from the brake end, drill out and file to size the driver's windows and add detailing. I used a broken CD case as a source for the driving cab glazing. Detailing was done with whitemetal pipes, RCH jumpers and horn, etched wiper and lamp irons plus some bits of Evergreen strip over the windows.
  13. It could also depend on the technique of the operator. Some put a lot in at the start of the wagon which then got flattened by the bottom of the hood. That ensured that you got plenty in but you had to cut of at the right spot because you didn't want two tons to go between the wagons. That stopped the job while it was shovelled out by hand.
  14. The duckets on the Hornby BT are separately applied. IIRC they are only held on by two spigots glued into the coach side, so just two holes to fill for the early P3 Diagram 1856 type. These were 24410 to 24429. There was another thread on LMS Pull-Push coaches about 3 years ago where I posted this picture. See https://www.rmweb.co.uk/community/index.php?/topic/145574-ex-lms-pushpull-conversion-questions/&do=findComment&comment=3595607
  15. LMS built 170 CL and 273 BTL 57ft coaches between 1926 and 1930.The Airfix / Dapol ones only cover the last 25 of each type. The earlier ones were in Period 1 panelled style. There were also a few 54ft coaches built for the LT&S line. This was my 6 compartment BT made from Airfix donors. I also made a 9 compartment Third. They did get around a lot in later years, even being photographed at Bath Green Park. We used to get them at New Street particularly on stopping trains from Stoke and Stafford, and even Manchester, up to the coming of DMUs. There is a picture showing an Airfix type CL with Period 1 Panelled Composite and BTL on a train from Rugeley there in 1958.
  16. Ballast in the depot area would most likely be ash or clinker. Plenty available at no cost to the company.
  17. Side lamps have two faces, White to front and Red to rear except where there are two adjacent lines on the same direction. In such an area the guard would remove the red filter from the side adjacect to the additional line in the same direction. In this picture the train has just come along the Up Goods line adjacent to the Up Mai. The lamp to the right is white and the left is red. When it moves out onto the two-track section the guard will put the red filter back into the right hand lamp. This one shows the lamp position from the front of the train Photos C E Steele I don't know what colour the lamp cases were in the north but these white ones were less common in our area than black cases.
  18. Don't forget the side lamps as it is unfitted. Also looks as if it has lost a lamp iron at the other end.
  19. It would depend on the route and engine power. All lines had a train length quoted in SLU (standard length unit) which was 21 feet. This did not normally include the loco and I think it was two brake vans. Train weights were based on the nature of the line in the way of maximum gradients and minimum curvature. Heaton Lodge will probably be in a (North) Eastern Region book somewhere.
  20. Made that one as a cut'n'shut using two Airfix/Dapol suburbans as donors.
  21. I remember going to a derailment at Saltley c1967 where a box van split open. It was loaded with printed tinplate blanks for Cadburys cocoa tins.
  22. Cadburys were one of the last big users of canal transport to bring in bagged raw materials from the docks and transfer between factories. I remember seeing sacks being unloaded at their canalside warehouse in 1960/61. The rail vans were used to take the sacks across to the factory via an incline on the east side then back over the skew bridge to the factory. This 25 inch OS Map shows the extent of the network, with the canal wharf at the top and the kick-back incline up to Raddlebarn Road. https://www.warwickshirerailways.com/lms/mrcad1478.htm These are some in use on an enthusiasts tour https://www.warwickshirerailways.com/misc/misc_cad121.htm
  23. LMS stock was generally fitted with an end pipe instead of handrail where there was a toilet. GWR stock pre-Hawksworth was filled through a cap on the roof tank. Hawksworth stock additionally had pipes similar to those on Mk1s IIRC.
  24. Colour Rail have two photos of D856 on their site. One is dated 25/7/64 and has no yellow panel. The other is dated 6/8/64 and has the yellow panel. I would doubt the latter date as the train near Teignmouth has three blue/grey Mk1coaches and one maroon.
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