RRU

31) No.240 at Radyr Jct. 5-6-38 GW240 ex Barry Ry 42 Class B1, built by Sharp Stewart, 1890, wn 3602, rebuilt 1903, wdn 1951 32) No. 819 at Moa Lane Jct. 10-4-39 GW819 ex Cambrian 24, ex Lambourn Valley Ry 1904, built Hunslet, 1903, wn 811, “Swindonised” 1925, wdn 1946, originally named Eadweade 33) No. 887 GW887 ex Cambrian 89, Large Belpaire Goods class, built R Stephenson, 1903, wn 3089, reboilered 1932, wdn 1952 34) No. 896 at Commins Coch 18-7-38 GW896 ex Cambrian 102 (originally 54), Large Belpaire Goods class, built Beyer Peacock, 1908, wn 5033, reboilered 1932, wdn 1953 35) No. 992 at Swindon 1935 36) No. 1126 at Worcester 1937 GW1126 ex M&SWJR 8, built NBL, 1912, wn 19756, rebuilt 1828, wdn 1938

These next six photos were all taken at Oswestry. 25) No. 1196 11-9-35 GW1196 ex Cambrian 58 Small Tank Class built by Sharp Stewart, 1866, wn 1682, rebuilt 1894, 1924, wdn 1948, originally named Gladys, spent a lot of time on the Tanat Valley Light Railway 26) No. 898 7-4-36 GW898 ex Cambrian 14 Small Goods class built by Sharp Stewart, built 1875 for the Furness Ry wn 2511 and purchased 1878, partially rebuilt 1923-4, wdn 1947, originally named Broneirion 27) No.680 14-9-37 GW680 ADR19 built Pecket 1886 wn 450, wdn 1948, purchased from Isaac Llewellyn in 1891, new boiler 1906, originally named Daisy 28) No.824 14-9-37 GW824 ex Cambrian 30 , ex Mawddwy Ry 1913, built Manning Wardle 1865 wn 140, reboilered 1893, wdn 1940, spent long period on the Van branch, originally owned by a contractor. Mr France and named Alyn, renamed Mawddwy when purchased by Edmund Buckley for the Mawddwy Ry in 1867 29) No. 900 14-9-37 GW900 ex Cambrian 45 Small Goods class built by Sharp Stewart, 1864, wn 1530, rebuilt 1896, retubed and new firebox 1924, wdn 1945, originally named Rheiwport 30) No.1308 "Lady Margaret" 14-9-37 GW1308 ex Liskeard & Looe, built by Andrew Barclay, 1902, wn 956, taken over by GWR 1909, rebuilt 1929, wdn 1948, named Lady Margaret

Thanks for the info Andy, I have added it to the file. Do you have any more details about this engine? I have never seen this type before. Peter

19) No. 44 at Radyr Jct Depot 21-7-38 GW44 ex RR62 Hurry Riches R class built by Beyer, Peacock, 1921, wn 6104, rebuilt with GW taper boiler 6/43, wdn 7/56 20) No. 100 21) No.102 22) No.104 23) No. 111 "The Great Bear" 24) No. 111 at Slough 25-4-25

The next batch are all GWR or one of its constituents. Lets start with some diesels. 13) No. 1 No details 14) No.2 At Swindon Works 15) Another no.1 at Southall in 1933 16) No. 16 at Southall in 1936 17) Steam again with no.11 at Acton in 1905 18) No. 40 "North Star" No details

I would say so. The water column and the first vehicle in the train are the same. Peter

7) GCR no. 1092 at Neasden 8) GCR no. 1113 9) GCR no. 1171 10) GER no. 136 11) GER no. 1870 12) GER no. 1870 at Cambridge

I have started a new topic for these photos with a title that better describes the content. So as they say on TV, switch over now so as not to miss anything. Peter

Some photos that have come into my possession. Feel free to add any extra info you may have on any of them. Peter 1) G&SWR no. 710 at Turnberry 2) GNR No.1 at Cambridge 24-8-38 3) GNR no. 547 in 1905 4) GNR Atlantic`s with 990 leading 5) GNR Atlantic`s with 990 leading 6 GNR no. 1664

Here is the first batch. Please add a comment if you have any more info on any of the photo`s 1) G&SWR no. 710 at Turnberry 2) GNR no.1 at Cambridge 8-24-38 3) GNR no. 547 in 1905 4) GNR no. 990 5) GNR no. 990 double heading with another Atlantic. 6) GNR no. 1664 Peter

A friend who gave me his photos taken in the 60`s and which I posted here some time back has given me another file containing photos with dates ranging from pre-grouping times to BR days. Some of them have the date and location in the title and a few are official works photos, but none have the photographers details. Would you like me to post them on here? Here are two examples. Peter

A question for any drivers out there. Have you ever met a steam hauled train on the main line? If so, what did you think at the time? Was it “I wish I was driving that instead of this”, or was it “I'm glad I am in this nice modern loco/train instead of of that old draughty one”. Peter

Here is a snapshot from a video I took a few years ago at the KWVR diesel gala. There are three more people not in view, the driver of the class 37, the one coupling up and another behind me. Add your own captions if you like. Peter

That is a very good point and leads to the question;- Can someone who is at the other end of a loco to the driver, interfere with the controls so as to jeopardise the safe running of the train? Peter

Thank you to everyone who replied on the last subject. It was very interesting and informative. Now a few points regarding people on or about the railway, either staff or the public. I have got my tin hat on and my coat, so I am ready for any comebacks. Diesel loco`s on preserved lines. I have noticed over several years that diesel loco`s have at least twice as many people on the footplate than steam loco`s. Who are they? Why do they all have to keep changing ends? When the train arrives at the end of the line, uncouples and draws forward, they all descend from the leading cab then trudge to the other end and haul themselves up into that cab. The driver has to elbow himself in and take the loco to the other end of the train when they all descend again for the 50yd. movement up to the train. If the train is double headed then multiply all that by two. Then there is the obligatory chin-wag until the guard starts blowing his whistle, when there is a mad dash to get back on board. Peter

As the subject at the moment is power supply, here is a photo I took last year at York. Someone is bound to tell us all about it. Peter

This would make a good caption competition photo. Peter

I remember reading about a steam locomotive dropping it`s connecting rod onto the live rail and sliding along it for some distance until the train was stopped. I`m sorry I cannot remember what loco it was or where it happened. Peter

I well remember one of the SSE runs in the 1980`s hauled by no. 777 “Sir Lamiel”. On the stretch between Church Fenton and York we were really motoring. Everyone in the coach was looking at each other and we all agreed the speed was well over 80. From an on time departure at Leeds we were 10 mins early at York. Peter

A feature of SLOA rail tours that doesn't happen now was the run-past. It allowed passengers on the train to get a lineside shot of it as well A corral was built at Appleby for the purpose. The Welsh Marches trains also did a run-past at Craven Arms. Peter

Steam locomotives on the main line Back in the days of BR and SLOA there was a 60mph speed limit and designated steam routes and if a line was electrified, steam traction was automatically banned. Now we have steam loco`s authorised to run at 90mph on the main line, so what has changed. Have the overhead wires been lifted up? Are the loco`s lower? Are they using anti-flashover water? Or was it that BR was being too cautious? Your thoughts please. Peter

Nova 3 Update After last weeks experience on this train I thought I would give it a second go. I'm glad I did. Forget everything I said about the last one, this was completely different. The ride quality was as good as could be expected. No knocks or bangs. I think the other one was a Friday afternoon bogie, there was definitely something wrong with it. The only things that are the same are the seats. Very hard cushions and seat backs. I hope the mattresses in the sleepers have more give in them. But the biggest selling point is that it is a rake of trailers and a locomotive. It raised the roof of Huddersfield station when it pulled out. I shall have to go up the valley to hear them when at full bore. Today's train was set 11 propelled by 68026 Enterprise from the Scarborough end. So its a thumbs up for the new trains. Peter

That is interestimg. You do get a feel that the bogies are being restrained. But would that affect the vertical movement and the noise transmission? There is a knock every time a wheel passes through a common crossing . Peter

Thank you for the reply Jim, I didn't know that. All the rolling stock manufacturers need to learn how to use it. The springing on the new TPE coaches is so hard, it is almost rigid. Peter

They did it without 21st century computer modelling techniques available to the designers of today.