Caledonian

Ah, magnificent. Thanks for re-posting. I really must set to on my Hornby version

I like that 😄

Splendid - exactly what I was hoping for! Thank you

In 1919 the Glasgow and Southwestern Railway acquired Ayr Harbour and so fell heir to a Peckett. This was apparently in poor condition but was refurbished, properly painted olive green, given the number 735 and used as the works shunter at Kilmarnock. In LMS days it moved to Perth and was used on the branch line to Gleneagles. I have a couple of photies in LMS black with the number 11043, but nothing for GSWR days A photie of its Barclay predecessor [734] suggests that the number 735 will have appeared on the cab side-sheets with GSWR over Locomotive Works on the saddle tank. Can anyone confirm and better still provide a photie - even of a model ?

Ha, very helpful, thank you. And for the second part of my question, were Ministry of Munitions branded wagons used in other areas beyond the Midland ironstone quarries ?

Both Hornby and Bachmann have in the past offered attractive [if not necessarily entirely accurate] models of MoM iron ore wagons based at Castle Ashby in Northamptonshire [LNWR] which presumably served the local ironstone workings. Two questions arise, where was this ironstone taken to? Birmingham, or sometimes further afield? And secondly were there other MoM flows based on say the Tees iron workings?

The Highland Railway was, as you say uncommon - and the company was noted as being inconsistent. Unsurprisingly it disappeared during the First World War. And no, I don't know of anybody else using The

Notwithstanding what's said on the accompanying booklet [and reproduced in the OP] Trafalgar yard was east, not north of Central Station. In simple terms its on the south side of the East Coast Main Line, while the much bigger Manors yard was adjacent on the north side. I don't know whether it was possible to cross between the two under power, but once on the Manors side the line all the way up to the car sheds was electrified with a third rail

Rather before my time, but as both of them are standing there together I'd suspect that this particular photie was taken just after withdrawal

Not the one I was thinking about, but it'll do.

Bit of a latecomer to this thread, but only discovered it after buying the North Eastern version at Shildon on Saturday. If anybody is looking for an excuse to play with it, the original [and No.2] did get out of the Trafalgar Yard/Quayside circuit from time to time, running up through Manors to the electric car sheds at South Gosforth - I've even found a photie of it parked outside my old office window there, but can I find it again now... Anyway, point is that it was running through an urban and suburban setting to get there and notwithstanding the third rail, was sharing it with steam engines from time to time - including big stuff after they put in the Benton Curve in 1942 to create an avoiding line in case Mr Hitler's bombers severed the ECML by dropping the Ouseburn Viaduct

That is nice... and so much better than yet another container

To be fair the encroachments were normally authorised. Otherwise I'd descend like the proverbial ton of bricks. Essentially there were two options. One, going back to before the War was the Lineside Garden. This allowed the householder to hop over the fence and cultivate an area of lineside, but without fences, cabins, dogs or children. A small card setting out the rules and naming the holder had to be carried at all times and shown to any railway employee on demand. These lasted a while and some, I'm sure were held by the children of the original holders Then came the Garden Extension. This was a more formal licence agreement [with a map] which required the land to be fenced off with a minimum of post and rail or post and wire, but still left us with a veto on any huts or anything else likely to upset the p/way gang or signallers

Ah yes. I mainly worked in urban areas, but the term "stockproof fencing" rings a loud bell - and the fact that post-and-rail or post-and-wire was considered sufficient

Its what's in section 68 of the Railway Clauses Consolidation Act 1845 - as I was taught back in the day [and Google quotes] but I did say that in more recent times elf and safety priorities change, especially in urban areas, but the OP was about the GWR

Essentially wooden post and rail fencing came first. One rail on top and one halfway up. Four strands of wire came later and was pretty much at the option of the local P/Way engineer. As I said, the purpose of the fencing was to prevent railwaymen straying. Preventing animals [and children] going on to the railway was down to the landowner. A good illustration of this was/is domestic gardens backing on to the railway. Tall, close-boarded fencing is popular, but each to his own.

Lineside fencing is [or at least was in my day] covered by section 68 of the Railway Clauses Consolidation Act 1845 What seems odd in this day of safety is that it wasn't required to prevent to public straying on to the railway, but rather to prevent railwaymen trespassing on to adjacent property, hence the requirement for a post and rail fence or latterly for post and four wires. Of course something more elaborate would be erected around stations and yards etc, but that, and the exact positioning [within the railway estate obviously] was a matter for the Company

Thank you Gentlemen. I'll go for Mr Paye

I have in mind acquiring a book to go with my Model Rail J70 A certain online bookseller offers two: The Wisbech and Upwell Tramway: No. 152 by Peter Page (Oakwood Library of Railway History) or: Branchline to Upwell by Vic Mitchell (Middleton Press) Both are similarly priced. At this stage I'd only be looking for one. Any recommendation as to which ?

Splendid - as usual. Do you have a load in mind ? Look forward to seeing it trundle round Kelvinbank

Thinking further, I'd say there wasn't a lamp code at all - in the British railways sense. It looks to me as if the lamps were simply there to indicate that a train was on the line and moving. Still need to mount them obviously, but no need to shift them according to circumstances

Two books are absolutely essential for looking into [and modelling] the ROD, both by William [Bill] Aves R-O-D The Railway Operating Division on the Western Front [Shaun Tyas, Donington Lincolnshire 2009] and The Lines Behind the Front [Lightmoor , Lydney, Gloucester 2016] The first, unfortunately, is out of print. I don't know about the other but it may well be. Neither has anything to say about lamps but both are crammed full of photos and it would appear that there was a very simple system in operation. All lamps were carried/displayed on the buffer-beam - none at all on the smoke box There are usually three lamp irons but I can only pick up one where the central one is used - and its on its own I'm open to correction, but it looks to me that two lamps are displayed [one at each end of the buffer beam] when a train is running, and one on the right if it's shunting

Splendid. I look forward to seeing the completed version in glorious technicolour

if anybody's interested, Rails are currently offering a blue one with sound

Yes it shows up pretty well. The Neilson original lum on the right presents quite a contrast to the Worsdell one nicked from a J72 on the left