2750Papyrus

Has the Festiniog hearse wagon featured previously?

On 10/12/2023 at 23:06, rapidoandy said:

I have to say I have loved reading some of the responses in this thread 

Never underestimate the amount of variables that should be considered when asking the question ‘what wagon should we make next’.

 

Here are some simple thoughts:

 

Prototype volume does not always equate to sales volume.

 

People do have a regional bias and some regions sell better than others.

 

Everyone should have more opens than vans but modellers prefer vans to opens. They cost the same to make but people think they get more value with a van.

 

Visual differences do help - it needs to be different, but not too different.

 

Colourful liveries or interesting lettering are popular.

 

With all of that in mind  what would you make? I’m genuinely interested to here and am always happy for a PM to be sent my way so we can exchange ideas and details…

 

Andy

I was both impressed and pleased when the 1907 RCH wagons were announced, the prototypes having been both colourful and widespread, I wonder what the level of advance order is?  Could be popular if the number of retailer special editions is anything to go. 

If the order book looks promising, why not follow up with 1923 RCH wagons?  Again, colourful and widespread with similar Big 4 versions, also scope for BR days, heavily weathered and with P numbers.

In terms of coaches, I would add my voice to those calling for clerestories - hopefully, ECJS which were cascaded fairly widely in their latter days but other companies would still be good to see. 

And my pet suggestion is a Scammel steam railcar, with several different LNER liveries and  wonderful ex-stagecoach names, but also used by other companies.

Given that the "East Anglian" train and its streamlined locomotive were introduced for prestige reasons rather than high speed, did the LNER give any thought to the introduction of similar trains to the GC section?

10 hours ago, adb968008 said:

After this they move on to streamlined ”what could have beens”… Streamlined A1, Streamlined A3 etc…

Ivatt atlantic...

6 hours ago, Compound2632 said:

 

So my moral is, 00 is better photographed sideways-on!

 

I have noticed the opposite at exhibitions.  EM or P4 layouts are often branch line termini, with trackwork running parallel to the stand axis.  This much reduces the visual aspect of the more correct gauge and it is sometimes only by reading the description - or looking back on the layout when walking away - that this becomes apparent.

Even our imaginary locomotives should be designed and built to meet the requirements of the operating departments.  F A S Brown wrote that Gresley's 4-8-2 was designed to meet an operating requirement for more East Coast start-to-stop timings in excess of 60 mph, rather than the 50 - 55 mph then current.  This would require faster uphill running, and with heavier trains.  Post-war and into the BR period,  designers such as Peppercorn and Riddles seem to have abandoned the quest for higher power and concentrated more on serviceability and economy.  A published comparison of A1s and A3s/A4s has suggested that express services in this period were more frequent but of 10-12 coaches instead of the pre-war 15ish. There seems to have been little published regarding contemporary operating departments' requirements, but maybe the LNER Board's actions reflected this trend?

Oops!

"You're own layout"? 

Well played, Accurascale, This looks to be a splendid model with scope for many different variants.

I'm very happy for western modellers, but just wait till the next time they talk of standardisation...

2 hours ago, Siberian Snooper said:

Looks like something from a SciFi movie.

 

 

About sums HS2 up!

A partial public service (weekday rush-hour) resumed between Bletchley and Bedford this morning.

Oops!

3 hours ago, KeithMacdonald said:

 

 

 

They play bagpipes there too 😀

A gentleman is a man who can play the bagpipes, but doesn't.

2 hours ago, County of Yorkshire said:

I simply can’t believe Heljan have announced the LNER Garrett in OO - of which there was only ever one built - whilst we’re still waiting for a decent Saint (77 built) and County (30 built)! I just don’t get it. Can anyone tell me? 

Unique in appearance , very recognisable, and the most powerful steam locomotive to run in Britain. 

The two classes you mention are very desirable to modellers of a western persuasion but to others, look similar to a number of existing models viz Star, Castle, King, Hall, Grange, and Manor.  I suspect you will see a Great Bear before the gaps in the 4-6-0 classes are filled.

2 hours ago, MoonM said:

Clerestory coaches (generally). Plenty of examples. Hardly any examples on the market and nothing in modern standards of tooling (not that I'm aware of at least). With newer levels of tooling and detail I think these will look amazing. Interest in earlier eras these days (and successes hattons have had with genesis) I would hope translate to good sales. Now which examples of clerestory coaches to tackle first...? 

Sympathies with this viewpoint.  My personal preference would be for some East Coast Joint Stock.  The downside is that there were differing lengths so little commonality in underframes, but long lived and cascaded down to general traffic in their later years.  Suitable for use with the Stirling Single, Ivatt Atlantic and a number of LNER locos.  Several preserved, so maybe suitable for collaboration with Locomotion?

1 hour ago, phil gollin said:

.

 

I need help with how this model, "Rule 1" and the Southern Region can work together !

 

I'm glad this is being produced  -  I wish Heljan all the best.

 

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The number of layouts on which it could be used prototypically, if any,  must be limited, so we will all need to use rule1!  Even then , I would have the same problem as the LNER with the P1, my loops will not take trains long enough to utilise the available power.  The LMS version only just sits in my display cabinet, so if I do give in to temptation it will have to run on the layout. 

I wonder how the sound file (two three cylindered engines exhausting through a single chimney) will be constructed?

I once told a work colleague that I used to play guitar in a group.  He correctly surmised that I used to play bass (right handed). 

When I asked him how he had guessed that, he replied "Because you're a plonker!".

1 minute ago, Wickham Green too said:

I thought it was Sturrock who motorised his tenders !!?! 🙄

Now there's a challenge...

Does look a bit like a nasty growth which should be surgically removed!

I don't think many people will want two models of no 1.  My suggestion regarding selling tenders separately related to the possibility of using them behind other GN locos.   Or as sludge carriers?

19 hours ago, Compound2632 said:

Is there any record of allocations of these engines in GN days? 

 

Is this one, at Manchester Deansgate in 1906?

 

 

Embedded link to Dr David Turner on X]

 

That Great Northern 0-6-0 will be taking its train many miles before it reaches Great Northern metals again - and via the Midland's Dore & Chinley route. Where was/were the Deansgate shunting engine(s) shedded?

By coincidence, I am currently re-reading E M Johnson's book on Manchester Central and the GN Goods Warehouse. 

The GN built an engine shed to house its warehouse locomotives but it was never used as such.  There is a story that there was concern that an over-runiing locomotive could crash through the end wall and  land in the street below.   They were instead based at Trafford Park, where the GN had road numbers 11-15 in a shed shared with the GC and the Midland.  Prior to grouping, the GN allocation included J14 (J52) tank locos 4205/06/63 and 65.  All were in lined green and were kept in spotless condition.

From memory, I think a couple of J52s were based at Gorton for a while after grouping, but will need to check Yeadon when I have an hour spare.

4 hours ago, Ron Ron Ron said:

Every single segment is individually cast, to fit its position in the arch and to account for the curvature of the viaduct.

Apart from the first XX hundred metres, the viaduct been on a curve all the way  up to this point already.

 

 

.

I had to study metrology for a year as part of my college course and had it drummed into me that "precision" referred to repeatability, not "accuracy".  I have to argue, therefore, that segments which are uniquely contoured may form excellent examples of engineering practice but not of precision engineering.