Brassey

I can't help much but seem to recall that DC1 could not be vacuumed.

Progress on the layout has continued at what seems like a snails pace despite lockdown. The platform now has a fence along its length and a waiting hut. In the distance can be seen a signal box (without windows) and a signal (still unpainted). The builders have started to tile the roof on the still mocked-up station building but they seem to have evaporated. This is the traditional view of the station from the overbridge that has now also been built. That now needs a road covering of Chinchilla dust but building of stock for the layout needs attention.

I've found that once I've built the loco, the enthusiasm for the tender wains. Having built three 3500 gall GWR tenders for the DEan Goods projects in a batch, attention has turned to tenders for stalled LNWR projects. Herewith 3 1800 gall tenders all from the George Norton stable now sold via LRM: Today the number plates arrived for the Special DX from Narrow Planet (along with a set for another GWR 517). LNWR 3188 was at 31 Abergavenny in 1912. So I now have even more incentive to get on and get this finished. Probably been about 6 years so far:

Layout on RMWeb: http://www.rmweb.co.uk/community/index.php?/topic/71033-berrington-and-eye-1912/

There were trains that were described in the Working Time table as vacuum goods. Whether these express goods trains were completely fitted I do not know. However, as they ran at night, nobody is going to come up with a photograph to prove one way or another.

Google failed me so how do I find this e-group please

I copied the original GWR document which is well out of copyright by now. I don’t have the Beckett book which is outside of my period which is 1912. You have made a great start on the formation. I too have a couple of earlier Haye 70 footers in my pile that would have come down from Birkenhead. I model from Shrewsbury down towards Hereford so have some info on the area. Some of it is at Kew on the through services. Information on the local services formations is a lot harder to come by though! There are some Working Time Tables on the Clemens web site if you have not found them yet

Rest assured that no one has a photo of that train because it ran at night in the dark...

GWR Winter 1935-36 - even more vans PS: + means non-gangwayed. The return balance workings are on the right. SX Saturdays excepted SO Saturdays only MO Mondays only

Unfortunately I can't find that train in my references. It is slightly odd that it was en route so long. The late departure of the 21:50 from Shrewsbury and the fact that it only has 2 passenger carriages suggests it is a parcel train or similar and would have arrived in Paddington very late. I have found other earlier ex-Birkenhead trains with vehicles that could have been remarshalled and held at Chester but again these are only described as "van" so no help I am afraid. The 1946 GWR Working Time Table has a 22:15 from Shrewsbury listed as a Passenger and Parcels train. It only ran as far as Paddington on a Sunday where it arrived at 5:20. All other days it ran to Birmingham

If it were intended to be a corridor vehicle it would have an X next to it in the Marshalling Diagram. It is unlikely to be a goods vehicle. I have seen break thirds described as van thirds though that could refer to vehicles with luggage compartments but no brake. Some are described as "wingless vans" which meant without lookouts because of the loading gauge. Some GWR vans were banned on the LNWR because a lookout struck the spider bridge at Crewe once. If i were up to me, I would assume it was any van type vehicle that was available and not to be intended to be used by the guard as a brake van. What train is it (ie time) and where did it come from prior to Shrewsbury? The previous train may give a clue.

https://www.facebook.com/groups/109619289726001/permalink/308201896534405/

Nice to see some unfinished WIP. I've taken to building the tenders first as, once the loco is done and running, I've found the mojo flagging to get the tender done. That's why I'm now having to batch build 3 LNWR tenders to catch up. From now on it's tender first

I am sure Mallard/Blacksmith did D15 which is a similar break third. I might even have one in the kit mountain.

I have an LRM Radial tank as well as a large Jumbo/Precedent in the kit mountain. Currently building an LRM small jumbo/whitworth starting with the 1800 gal tender.

Yes the existing Stevenson’s Carriages and Worsley Works kits for example and David Geen had a few too before he retired

Possible candidates to have appeared on the Shrewsbury to Hereford GWR/LNWR joint line in 1912

Inside a ruling pen...

364 Henry Pease, 864 Pilot, 869 Llewellyn, 512 Lazonby, 861 Amazon, 1517 Princess Helena, 1677 Badajos, 1685 Gladiator, 2185 Alma

I’ve had bespoke carriage sides successfully etched by Worsley Works so I think that’s your best option. No connection etc.

This might prove quite interesting...I wonder if something similar exists at the LNWR Society Study Centre. 56 invoices is less than 2 deliveries a day which gives a rough idea of the volume

Very nice indeed. Any chance of some colour pics?

From the Railway Magazine November 1960: "For many years the wagons for Knights Hill have been collected from Lillie Bridge Sidings on the West London Extension Railway. (It is probable that this arrangement goes back to L.B.S.C.R. days as that company's Appendix for 1922 gives instructions for the working of the yard by " Brighton " locomotives.) The " foreign " depot at Peckham Rye, opened in 1891, was of unusual interest, because it represented an unlikely partnership of the L.N.W. and Midland companies. At this point, the L.B.S.C.R. is on a viaduct, and arrival and departure roads each accommodating 20 wagons were provided. at viaduct level. Access at the station end was controlled by Pcckham Road " A " Box, and at the Queens Road end by a ground frame. It would have been quite possible to follow the pattern of the Midland yards of the 1870s, and to have provided coal drops from viaduct level, but instead a turntable was used to place wagons on a hoist which lowered them to ground level. This was worked hydraulically, the water pressure of 750 lb. per sq. in. being generated by a steam engine. The last boiler to be provided was of the locomotive type. and was overhauled at Crewe before being sent to Peckham in 1908. About 1925, the steam engine was replaced by an electric motor. Down in the yard, there were five more turntables and four sidings to accommodate 73 wagons. Peckham Rye handled coal only…As mentioned above, the coal from the L.N.W.R. was worked by the daily train from Lillie Bridge. The Midland coal was collected from Battersea, which it reached either via the Metropolitan Widened Lines or via Kew and Barnes. "

Having to build my locos in P4 helps to concentrate the mind. Analysis of the working timetable shows that approx 90 trains passed through the station I am building on a week day. So a max of 45 loco would cover all uses though some made the trip more than once so I am planning to build fewer. I acquired a DCC system a couple of years ago and all locos thus far are chipped but DC enabled. I have a couple of sound chips but have come to the conclusion that here is little point in sound on an express that does not stop; for me the benefit of sound is in the starting and stopping. For the record you don't need to programme the sound decoder to do this - it does it straight out the box. So my investment in sound decoders will be limited.

C = crippled?