PGH

David, With regard to the second locomotive, the aforementioned IRS Handbook lists another 0-4-0ST scrapped at the same time as P 916, this being No.43 built by Dorman Long in 1949 and obtained from the firm's Britannia Works at Middlesbrough circa November 1960. This replaced an Avonside 0-4-0ST of 1917 named BETTY, which was scrapped about the same time (November 1960). The publication is "The Industrial Railways & Locomotives of County Durham" published in 2006, but its not listed on the IRS website so presumably is out of print. The letter designation of Peckett 0-4-0ST loco types generally denotes size, i.e. M - 10" cylinders 2'-6" or 2'-9" wheels R - 12" cylinders 3'-0" or 3'-0½" wheels W - 13" later 14" cylinders 3'-0½" or 3'-2½" wheels E - 15" cylinders 3'-7" wheels OY - 16" cylinders 3'-10" wheels Revised or updated versions of each type were denoted by the number, e.g. R1, R2, R3, etc PGH

The following information is from the latest edition of the Industrial Railway Society's Durham Handbook: Peckett 916 was a Class R1 0-4-0ST with 12" x 18" cylinders and 3'-0½" dia. wheels, despatched on 16.10.1901 to W.S.Laycock Ltd., Victoria Works, Sheffield. By March 1917 it was at Bolckow Vaughan & Co.Ltd., West Auckland Colliery, Durham, according to a Peckett spares order and in 1921 it went to the same company's Newfield Colliery and Brickworks, which was served by a 1 mile branch from Hunwick Station on the BR Durham - Bishop Auckland line. However the book also lists it at the Ramshaw Coal Co.Ltd., West Tees Colliery, not going to Newfield until 1927 so there seems to be some doubt about that period. On 1.11.1929 ownership of the Newfield Colliery and brickworks passed to Dorman Long & Co.Ltd. On Nationalisation of the coal industry the colliery became a licensed mine. It was abandoned in December 1959 but the brickworks continued in operation. Rail traffic was replaced by road transport about 1962 and Peckett 916 was scrapped at about that date. At some stage in its career the loco carried the number "1" There is a photo of this loco in 1939 on page 136 of the book

Work in progress on the tippler support, the idea being to assemble as much as possible as a complete unit which could be painted before installation on the layout The I section beams for the tippler platform were soldered together upside down on a jig The tops of the vertical support columns were fitted into slots on the cross beams The three columns soldered in position. The tippler itself will sit in the largest rectangular opening with its pivots supported on the double I beams. tbc

I visited Ellesmere Station several times in 1962, travelling on the Wrexham - Ellesmere line in its last year before closure. The first visit was on a lousy day (weather wise) in April 1962 when I took the view looking east from the footbridge. A particularly poor photo due to the weather and my limited photographic skills at the time and one I wouldn't normally post on here, but it does show some detail of signals, etc. You certainly seem to have all the details correct on your layout. In the photo the Wrexham train has pulled forward and is about to reverse over the crossover. A few rather better photos of Ellesmere were posted in my BR photos thread: http://www.rmweb.co.uk/community/index.php?/topic/79414-pghs-photographs-of-british-railways-from-c1960/ Like coachmann I look forward to hearing more about this wonderful layout.

The tippler platform framework has been completed and will be painted before adding the timber deck and rails

The two triangular supports for the tippler platform - shown coloured blue on the diagram in Post #224 - were constructed from 1mm thick brass The round corners were shaped with the aid of two pieces of steel rod turned to the required diameter: Brass bushings were added front and rear for the shafts: and the ribs soldered on front and rear with the aid of homemade clamps: there are a total of 13 parts in each support The "steelwork" (brass "I" and channel section - nearly £60 worth !) has been purchased for the tippler support but I need to finish the platform and its bearings first so that the support can be made to set them at the correct height to match the entry track. tbc

The site for the proposed coal tip on the layout. This has served as a handy shelf for tools, materials and paint - as evident by the state of the surface ! Only the actual tip building will be provided, the canal loading chute and basin will be "off scene". First step is to construct the tippler platform and the side frames were cut from 2mm thick brass. The top and bottom flanges and ribs were then added. tbc

This short video shows the Boothsbank Coal Tip in operation, transferring coal from wagons on the NCB Walkden Railway to barges on the Bridgewater Canal. Details of the actual tippler arrangement are shown below, wagons enter from the left. The tippler platform shown in grey is supported on each side by two triangular frames which are pivoted at their apex to a fixed bearing. The centre of gravity of the loaded wagon is slightly forward of the pivot and this, probably aided by the momentum of the wagon, causes the platform to tip thereby discharging the load. A toothed rack is provided on part of the platform frame underside, connected to a pinion (coloured red on the diagram) and by gearing to a handwheel on the platform above. This would be used to return the empty wagon to the horizontal position, aided by the counterweights fixed to the entry (left hand in diagram) end of the platform between the rails. It will be interesting to see how this works in model form. I don't propose to replicate the rack and pinion arrangement, and any required movement will be carried out by threads connected to a hidden motor and counterweights. tbc

The drawing below is from an English Electric publication dated March 1924 and entitled "Specification for Shunting and Industrial Electric Locomotive, Type No.3". The only dimensions given are: Minimum Wheelbase - 6 ft Width of frame for standard gauge locomotive - 7 ft 3 in Height of cab above rail level, approximately - 11 ft Length overall, approximately - 20 ft It states that the locomotive can be arranged for battery or trolley working, or both. Unfortunately there is no scale or dimensions on the drawing and it does seem to have slightly different proportions to the Spondon loco, but it may help with some of the details.

An End Tippler is the next project and was marked as "Canal Coal Tip" on the layout plan in Post #15. The Peco 16T mineral wagon kits have opening end doors and I have several, either as NCB internal user or BR examples, but they will need some form of catch to hold the door shut when carrying loose material, as I know from experience ! The coal tip will be based on the one at Boothsbank on the Walkden System, which I measured about 45 years ago, so its about time I made use of those measurements. Today the site of the tip and sidings have disappeared under a housing development and the canal basin is now a marina. One of the few remains of the Lancashire Coal Mining Industry is nearby at the site of the former Astley Green Colliery - the preserved No.1 Shaft winding engine, a twin tandem compound and the largest steam winder in the Lancashire Coalfield. Well worth a visit for anybody interested in industrial history.

The tippler platform with the building removed. The left hand support for the hinged beam is cranked to clear the empty wagons. Top left is the DIN socket for electrical connection to the winding gear. wagon in position on platform A motor/gearbox unit is connected to the winding drum by bevel gears. Two spur gears on the other side of the gearbox drive a M8 threaded rod with a captive nut which contacts a microswitch at each end cutting off power at the top and bottom of the platform's travel. The tippler is operated by a change over switch - with a full wagon in position turning the switch up raises the wagon which stops automatically at the highest point, wait a few seconds to allow the wagon to empty completely, then turn the switch down to lower the wagon which then stops automatically back at track level. The coal is discharged into a plastic container below the baseboard.

The operation of the tippler is shown in the above diagram. It basically consists of an 'L' shaped platform pivoted at the top of the vertical leg. The wagon sits on the bottom leg and the platform is raised by a cable connected to a winding drum above. As the table rotation approaches 90 degrees the top of the wagon contacts a beam supported between two arms pivoted at the ends of the same pivot as the table and held against stops in the vertical position by cords attached via pulleys to counterweights hidden in the corners of the building. The beam then in effect clamps the wagon to the table and as it moves with the table the counterweights are raised. Rotation of the table continues until the wagon is fully emptied, whereupon the motor is reversed and the wagon returned to the horizontal position. The loaded train is propelled towards the tippler with the leading wagon uncoupled. This wagon is located in the correct position on the tippler platform by four ½mm deep hollows in the rails. The remainder of the train is then reversed clear of the building. After emptying the next loaded wagon is uncoupled, propelled on to the table, pushing the empty wagon clear in the process, and the operation repeated. The siding beyond the tippler will hold only 3 empty wagons clear of the tippler building, a fourth wagon could be tipped but it would not be possible to re-couple that wagon inside the building. So after emptying 3 wagons they are re-coupled to the train and drawn out through the tippler, the train re-marshalled with the empties next to the locomotive and the next 3 wagons tipped.

Inspiration for the wagon tippler came from the one at Mapperley Landsale Yard, Nottingham. The yard was at the summit of a half mile long incline from Gedling Colliery and served as the colliery's main outlet for bulk coal deliveries by road transport. NCB internal user wagons were hauled up the incline and tipped by a rotary tippler which fed a row of hoppers used to fill the lorries. This is a view at the top of the incline, looking away from the incline itself. On the left 3 full wagons have just ascended the incline, in the centre the diesel loco is propelling 4 empty wagons towards the incline top and on the right is the tippler with a wagon in the process of being tipped. The lengths of rail between the two tracks are for the incline rope to slide across as the wagons descend the incline. A closer view with a full wagon being run by gravity to the tippler. To the right of the wagon is the conveyor leading from the tippler house to the road hoppers. The advantages of this prototype in model form were: 1. The driving gear for the tippler could be located in a dust free area at the top of the building 2. The building would contain any coal dust generated during the tipping process 3. As most of the tippler mechanism is hidden the detail could be simplified The exterior of the model building has yet to be completed and I haven't decided whether or not to copy the asymmetrical roof line of the prototype or provide the exterior staircase. The theoretical purpose of the tippler is to feed a coal washing plant to be constructed in the corner of the layout behind. tbc

I have one of these levers on the non scenic section behind the workbench giving access to a storage siding. I replaced the riveted pivot with a bolt, which you might find desirable for long term use. Although rather crude and overscale they do have a rather satisfying action just like the real thing in that the points are moved only in the last part of the "throw over" action, when the descending weighted handle aids the movement.

Thanks for your comments. I do agree that the sound leaves a lot to be desired, although some of that is probably due to the camera which has given it a rather hollow 'tinny' sound.

This is a first attempt at video on the layout so excuse the quality, sound, unfinished layout, etc, etc. This was done on a still camera and I probably need a proper video camera to do a reasonable job.

Presumably the kit is based on Cadbury No.9 as that is etched into the kit - first photo post #7 Both 4mm and 7mm drawings of Cadbury No.9 were included in the Railway Modeller article of November 1965 by Don Townsley. The same drawing appears on page 38 of the book "The Railways of Cadburys and Bourneville" (Bournebrook Publications 2002) with rather crudely applied Cadbury lettering. According to Don Townsley in his history of the Hunslet Engine Works (Plateway Press 1998), in the early 1920s Hunslet introduced a range of inside cylinder standard gauge industrial locomotives that were easy to build and simple to operate, all 0-6-0STs with one exception. At the same time they also developed a range of outside cylinder locomotives with Walschaerts valve gear which were available in 0-6-0 or 0-4-0 and side or saddle tank versions. These were more expensive than the inside cylinder locos (for the equivalent size locomotive) but easier to maintain. Needless to say most customers went for the cheaper inside cylinder locomotives. As far as I can determine, from this range of designs Hunslet built only 5 standard gauge 0-4-0Ts with outside cylinders and Walchaerts valve gear for use in the UK - 3 x 16" cylinder locos, 1 x 14" cylinder loco and 1 x 12" cylinder loco. The 16" locos were: Hunslet 1488 of 1925 WEST RIDING supplied new to Pope & Pearson Ltd, West Riding Colliery, Normanton; Scrapped by the NCB in 1965 Hunslet 1557 of 1927 JESSIE supplied new to Tyldesley Coal Co. Ltd., Cleworth Hall Colliery, Lancashire; It remained at Cleworth Hall apart from visits to Gin or Walkden Yard for repairs until rail traffic ceased there in 1961, then it was stored at Walkden Yard until sold for scrap early in 1967. Hunslet 3665 of 1949 No.9 supplied new to Cadbury Bros Ltd., Bournville; Scrapped in 1966 The 14" loco: Hunslet 1509 of 1926 supplied new to Bradford Corporation Gas Department, Birksall Gas Works, Bradford; Scrapped c1958 The 12" loco: Hunslet 1684 of 1931 supplied new to Hall & Co, Coulsdon Quarry, Redhill, Surrey; later NCB Kilmersdon Colliery and since preserved. There is a considerable difference between the 16" cylinder locos and the 12" cylinder 1684. The former have 3'- 9" wheels and weigh 34½ tons in working order, the latter has 3'- 4" wheels and weighs only 23½ tons. The 16" cylinder locos were fairly heavy and powerful for 0-4-0s. An NCB report on Manchester Area locos at vesting date noted that HE 1557 JESSIE had "high axle loading" and was "not very suitable".

The coal is loaded into a plastikard hopper which holds enough to fill 9 or 10 wagons. The bottom of the hopper is tapered into a slot. Viewed with the hopper upside down, below the slot is a vertical 'skirt' with an opening at the discharge end. The skirt fits inside a trough, which is inclined at a shallow angle. There is approx 3mm clearance between the sides and bottom of the skirt and the trough. The trough is supported on 4 springs. On top of the trough is mounted a motor with an out of centre flywheel which vibrates the trough when operated. To the left of the motor is a rubber band stretched over the trough and anchored to the base which prevents excessive vibration of the trough (originally a temporary measure which has become permanent). In this view the direction of rotation of the motor is anti-clockwise - that's fairly important. Operated that way all the material goes down the trough to the chute at the end for discharge into the wagons. Operated the other way half goes down and the other half climbs over the side and makes rather a mess. Eventually I intend to provide another hopper on the right to load on the front (lowest in the photo) track. In the prototype different grades of coal would be loaded on each track - or groups of tracks on the larger installations. To control the loading of wagons the operator sits with the area under the screens at eye level and a battery powered miniature vacuum cleaner is very useful if mistakes are made !

The Screens building was constructed from plywood supported on columns machined from square mild steel bar. Only the visible portions of the columns were fully machined to the 'H' profile, elsewhere they were provided with a slot for the plastikard cladding. The outside columns were silver soldered to steel plates which were bolted to the plywood walls, the bottom of the columns being machined with spigots to locate in the 'concrete' bases. The spaces between the columns were filled with plywood panels and then faced with plastikard brickwork, glazing and strip. I don't know whether the glazing would have been clear or opaque in the prototype but it would have been coated in coal dust on the inside so the plastic glazing was backed with grey paper. Interior columns are located in rectangular holes in the plywood floor at the top and by spigots into the bases at the bottom. Normally they would carry a layer of coal dust but that has been brushed off for this photo.

The screens are based loosely on the prototype screens at Ravenhead Colliery, St.Helens, which were somewhat larger and provided loading on 5 tracks. They were photographed after closure of the colliery with dismantling in progress. This view was taken some years earlier while the colliery was still in production. On the left is the pitbank, elevated above the sidings with a brick retaining wall surmounted by railings. On the right is a corner of the screen structure, note the tight clearance between the columns and the wagon. Centre is the Peckett 0-4-0ST COLLINS GREEN undergoing repairs and no doubt sited here as the nearest point on the sidings to the colliery workshops. Most loco repairs were carried out at the area workshops but occasionally repairs were carried out on site as here. The higher rear section of the model screen building covers only two tracks for the simple reason I thought it would look better. In retrospect it would probably have been more appropriate constructed the full width of the building. This higher section in the prototype would incorporate the tippler floor where the mine tubs were emptied. Colliery steelwork in Lancashire seems to have been predominantly light green, as shown here on the Bickershaw Colliery headframes, or light blue. Obviously the former colour was chosen for the model as otherwise the headframes would have been indistinguishable from the sky on the backscene.

Prototype colliery systems made the maximum use of the cheapest form of motive power - Gravity. The system is summarised in 'Practical Coal Mining for Miners' (1950) - "The arrangements consist of an empty run-up for trains of empty wagons delivering to standage sidings, from which the wagons may be gravity fed over a tare weigh to the grading plant. The loaded wagons from the grading plant are gravitated forward over a full weigh to accumulating sidings, where they are gathered in trains ready for disposal." I didn't find such gravity operation practicable in model form, so all operation including wagon loading is carried out with locomotives. However there is a down gradient leading to the screen tracks which are slightly lower than the adjoining reception lines as may just be evident in this view from under the screens. Colliery track plan. Empties arrive on Track A, the train engine runs round via Track B and then to the weighbridge/shed area ready for the next fulls train. If Track A is occupied the arriving empties use Track B and the loco draws forward into the siding to wait until the colliery shunter clears either Track A or Track B. The colliery shunter works the empties (left on plan) side of the screens collecting three wagons (the limit in the headshunt) at a time from the arrival tracks and propelling the wagons under the screens for loading. At present coal is only loaded on the centre of the three screen tracks.

The colliery scene, left to right - winding engine house, screens with downcast shaft behind, upcast shaft, ventilating fan and extreme right the fulls weighbridge. The chimney hides a join in the backscene, the join continues down the retaining wall hidden by a vertical pipe and across the baseboard disguised by the timber walkway in front of the screens. Critics will no doubt complain about the lack of clutter, but with only ½" width on top of the pitbank retaining wall, which has to incorporate a walkway in front of the buildings, and little space between the sidings there ain't much room for it. There is however some space available alongside the loco shed:

Quite so. I tend to think of the handrails because it seems odd that although the tank handrail on the 15" is shorter it needs an extra handrail support. One source gives the date of conversion as pre 1963, but it was actually carried out by Hunslet in 1966/7 so it retained its original chimney for the majority of its NCB 'career'.

Very nice, I see you prefer clean locomotives. The appearance of the prototype wasn't improved by the addition of a conical chimney after the loco was fitted with the Hunslet underfeed stoker and Kylpor exhaust.

Except that No.79 (Hunslet 1825 of 1938) is a larger 16" cylinder loco than the 85A Models 15" cylinder version. Apart from the general proportions the quickest way to tell the difference is that the 15" has 4 knobs on the saddle tank handrail, whereas the 16" has 3. Top 15" HE 0-6-0ST; Bottom 16" HE 0-6-0ST