LMS2968

Speedos were certainly available pre-Nationalisation and even pre-WWII; the LMS and possibly others fitted them to many of their Pacifics but they were removed during the war as spares became unavailable. 6202, the Turbo, kept her speedo throughout as it was the only way a driver could tell if it was slipping.

Buffer beams varied with (i) the loading gauge of the lines over which a loco was intended to work; and (ii) the overhang ahead of the fixed wheelbase. The GWR Kings' buffer beams were 8' 6" wide; the SR Lord Nelsons' were 7' 9". 71000's buffer beams finished at the outer edges of the buffer pads, as did the Bulleid Pacifics. Then there's the question of where are you measuring the buffer beam, as many were tapered in towards the bottom or had semi-circular cut-outs to provide clearance at platform level. It all depends. There's no fixed figure.

I recall reading in, I think it was, 'Small Coal and Smoke Rings' by Derek Brock, and he relates an adventure coming down the bank when the train got away, and with a junction ahead. The crew held on until the junction signal came into sight, hoping it would be off. It wasn't, but there were catch points ahead and neither fancied being on the engine when they hit it, so jumped off and started walking back towards the rear of the train. The guard, who was apparently short sighted(!), saw them and thought they were men simply looking for a lift, so politely opened the door. They climbed aboard the van. The guard saw them up close for the first time. "What are you doing here? Who's on the engine? Oh, Hell! The train did enter the catch points but stopped short of the sand. He told several amusing stories, some of which made me wonder, though.

The main criterion was, or should have been, if I run over three shots, can I stop this lot in three quarters of a mile?

Surely an entrant for 'When the Real Thing Looks Like a Model'!

Welcome back, Mate! I think you've gathered that we missed you. And thanks for all the work you've done.

Some Black Fives and later Stanier Pacifics got them too.

It varied. Usually, cabside numerals were 8" high, but Swindon went for 9", while Darlington and Cowlairs used 10". So if your M7 went for overhaul at Cowlairs . . .

Yes, and it was also in a tunnel, it was that bit of the Overhead Railway that was under ground!

Why did the pheasant cross the line?

Well, there's the rub, the Prefect is the daily - only - car. I've also had the speedo checked: 2mph slow at 30 but spot on at 40 and 50 mph. But +/-10% was the tolerance in those days; the plus 2 mph was what the police normally allowed, as I heard it in case their speedo was reading wrong. But really the law specifies that your car should not exceed the speed limit, not that the speed shown on your speedo is above.

Ah, we've achieved thread drift to the thread drift!

Well, yes, it is when your car is sixty-one years old.

With cruise control active and both feet over the pedals and your speedometer reading 66.25 mph.

I have seen that photo before and wondered about the car. It certainly didn't add to a period atmosphere.

Almost certainly the Grand National, in which case 30 March, with the race won by Red Alligator.

Only pre-September 1964, and the last survivors were withdrawn that month, all, I believe, carrying the yellow stripe.

Pway isn't my subject, but I read that over time the ballast has the corners knocked off, becomes smooth and no longer can maintain its position and that of the track as it's then easier to roll one piece over another. Hopefully, someone with more knowledge of the subject will come along with a fuller explanation - or tell me that it's total rubbish!

No problem, Mate, but I don't think it's any of those. 6234 and 6242 had continuous running plates at the front; 6240 had a crest to the nameplate; 6247 and 6252 had rocking grates and hopper ashpans. Sometimes this latter was removed but there remained a hole in the trailing frames where the operating lever protruded. 6256 and 6257, of course, had different back ends and reduced cab side sheets.

The precise identity of the Stanier Pacific cannot be established, but the photo shows the following characteristics: ex-streamlined front end; ex-streamlined tender; no hole in trailing frames for hopper ashpan gear; no crest above nameplate. This narrows it down to 6221 (18/5/63), 22 (26/10/63), 24 (19/10/63), 25 (12/9/64), 26 (12/9/64), 27 (29/12/62), 53 (26/1/63). Assuming the photo was taken in 1964, this narrows it down to 6225 or 6226.

No it isn't. The battery box for the AWS was on the fireman's side, as here.

Flamin' tension locks!

Interesting how long the trains were behind what we would consider to be quite small engines. First was an 18 inch Goods (Cauliflower), then a 17 inch Goods (Coal Engine) then a 5Ft 6in 2-4-2T. The LMS rated even the 18 Inch Goods at 2F.

Who set the return crank on 5055?!!!

Or Rugby?