billbedford

Here's a clue: The ratio of the actual to expected dimensions is 1:0.57, almost the same as 7:4. So the error appears to be in the CAD.

Stl files are undimensioned. So your problem may have to do with what your CAD software is outputting.

Que??

Powered by a whole flock of butterflies.

If it's being modelled after nationalisation it is likely to have had disc wheels.

You can find them on the new website: https://prototypecouplers.com

These are grease axleboxes. The brass bearing are coloured yellow in the sections of both drawings.

Yes of course, and years ago.

Yep, you're right. I checked with the sketches of axleboxes in Midland Wagons and the 10A is 3/4in higher than the 8A from the axle centre to the top of the casting.

Except Gorton seems to have provided Gloucester with components for these horseboxes, i.e. the unique axleboxes and possibly other ironwork. I don't suppose we will know unless someone looks into the relationship between George Edwards and the GCR.

I think that is much more likely, though it's interesting that it occurred at more or less the same time as the change in axle boxes.

The build date for these vans is 1892, so the extra 1" on the height could be caused by using 10A axleboxes rather than 8As.

Yep that's the one. I wonder by what circumstances S. Banks could legally lawfully claim copyright on a LNER diagram.

I wasn't too clear in my answer. Gloster built 57 of these horseboxes for the GCR, plus some for the CLC. Some were then hired from the GCR by several racehorse owners.

Based on later LNER practice, my understanding was that the GCR built the boxes and were then hired out to the racehorse owners. The axleboxes are a Gorton design which seems to date back to the mid-1880s.

That is one of the horseboxes built for the GCR and CLC between 1898 and 1902. There are drawings in Historic Carriage Drawings Vol 3. There maybe some kits available, D&S?

The buffers are a head plus ram and a guide with spring. A small jig is included to set the distance between the guide and the back of the bufferhead. It may be a few weeks before I get these organised as I am due for a fairly major operation soon.

Is there anyone interested in sprung buffers for pre-grouping wagons, and maybe coaches?

Yep, you really missed the point about the two sophisticated jigs. They were both designed to allow people with limited skills to assemble etched loco kits designed with separate horn guides and were intended to use some form of springing, at least on the drivers. Something none of the devices you wrote about were able to do.

It's a much more interesting phenomenon than that. At its most basic, people decide not to have children. It starts at different times in different countries. There is evidence* for a date of the mid-18th century in France, 1870s in Britain and 1945 in Japan. Economics probably has some influence, but not in the way described. * Particularly Case Studies #3 & # 4

The device was particularly usful for automatic writing, which, I believe, was in vogue at around the same time.

Ahh yes, but then you cheat and solder the bearings into the frames, not like on a real locomotive.

I've not made any number plates for nearly 20 years.

...and of course in Northern Europe, North America and Australia declining birthrate has been masked by immigration.

Yes, sort of. Twenty years ago, when I started producing sprung w-irons, there was much discussion on Efourum about finding the optimum wire size for the springs. The consensus was that 10-12 thou spring steel was roughly correct for a 30gm wagon, though heavier white-metal wagons would need thicker springs. So I bought a half-kilo coil of 11thou piano wire. Only about half of this coil has been used since then. I obtained another coil of piano wire when I started to produce the printed wagons, this time, 9-thou because the models were lighter. I've had no complaints about the wires, but railway modellers tend to a bolshie lot and will either accept what is in the box or replace parts with what is perceived as "better".