LMS2968

They aren't sufficiently clear to count them.

Wearing my super-critical hat, what I can see is good, except that the vacuum ejector is the early, single cone type used in cunjunction with the vacuum pump lelow the LH lower slide bar. Both these fittings were replaced / removed in the late 1930s by a dual cone ejector of different shape, so the model could be correct for LMS 132XX numbers and 29XX numbers depending on period, but not for BR days. They also seem to have reproduced the cabside cinder glass, which not all class members had. But yes, I like what I see.

Ten out of ten for effort, though, Beast. Sad to say, I'm sure you'll get another chance.

In the circumstance, this might be just as well! True story.No pictures sadly as those phone camera things hadn't been thought of then.

It's a long time since I was there! Thanks for those.

In view of the time available before the train arrives, what could he do anyway except call for an ambulance?

That's what I'd always heard too, but see Posts 117 and 120.

That's interesting. There has been some debate as to whether or not the two engines regained their original identities after 6100's US tour. There were visible detail differences between the North British built engines (original 6100) and Derby built batch (original 6152) and these were sufficient to show that, prior to rebuilding, the changed identities were retained. But many parts, despite what people believe, stayed with a loco for life: most of 2968's motion is still stamped 13268 (I've looked!) so this would indicate that what is preserved is the genuine NB-built machine and the first of the class. Sorry, serious thread drift there!

To add to what Mike said, I remember coming back to Lime Street in the early hours about winter 1973 on a Class 40 with a long rake of ecs behind us, pitch dark and, in those days, only the feeble marker lights. We drew up to the stop blocks, and all Hell let loose. The front of the loco was covered in blood, and L&M main line was stopped while a search was made for the body. Someone, less squeamish that the rest, had a closer look at the front of the 40 and noticed pieces of hide tucked in various places, and obviously not human. The remains of the prize bull were eventually found and removed from the tracks, although the farmer wasn't amused. We'd been climbing at the time of impact with the engine wound right up, and we neither heard nor felt anything. Class 40s were rather on the heavy side, though, and with the buffing gear on the bogie. I was rather glad we hadn't had a dmu..

That's probably about right. If all the time spent on the prayer wheel pays off, it should appear about the same time the real one emerges from Bridgnorth works.

Remember that in 1960 - and for quite some time afterwards, BR still worked passenger services into Bewdley from Kidderminster so all the infrastructure was not only in place but actually in operation. Taking over the line when BR finally closed it would be the easier option, and again, the site of the goods yard and BR station's being at Kidderminster would have been an attraction, unlike the open field at Hartlebury.

Part of the problem. Perhaps I didn't make myself clear, but essentially an interchange between the network and SVR wasn't possible at the far end of that line, unlike at Kidderminster.

The 3500S was one of the few cars I really wanted, along with the Daimler 250 - the one with the Jaguar MkII bodyshell - also manual. Still, I've been happy enough with the Ford Prefect 107E for the last 45 years.

Having a piston rod longer than strictly needed was an advantage for maintenance. All that was necessary to do a P&V (Piston and Valves) exam was to remove the gudgeon pin and push the crosshead far enough forward to allow the piston to emerge from the front of the cylinder. This is a LOT easier than splitting the piston rod from the crosshead - take it from me!

To be honest, the Pacer's passengers were in for a lively ride, whatever the speed!

Quite common around here (Wigan) too. Saw this a couple of weeks ago.

Could have been embarassing. I went to click 'like' and almost got 'agree' by mistake1

They have, and it doesn't work. Much of the trackbed has been built on, they would need to stop out in the countryside short of the main line and the NR station at Stourport, so traffic from that end would be minimal. Besides, the SVR already has its work cut out maintaining the present 16 miles of route; I doubt they'd relish yet more!

They were also used, beautifully upholstered, to transport King George V and Queen Mary around the works during a royal visit, 21st April 1913. Photos in Eddie Talbot's LNWR Miscellany Vol 2. I assume the upholstery was removed as soon as the visit was finished - far too posh for the humble workmen!

Boris, can I just say well done for callingyourself a Signalman, not Signaller!

If you can remember that, Phil, you're older than you look!

It might be worth pointing out that the working into and out of the Albert Colliery line was independent of that from Bickershaw Colliery proper; the little 0-4-0 Sentinel at Albert did not venture down to Bickershaw, and theBickershaw locos, incuding the saddle tanks, did not go on to the Albert lines. I several times saw the BR main line loco propel the loaded wagons out as described on the diagram above. The big shunters at Bickershaw (there were two, but one never worked), would bring 14 loaded MGRs over the summit; the Austerity was booked for only seven, although it was much faster than the diesels. I once saw Fred Larner use it to bring eleven from the colliery to the exchange sidings, which made the old girl bark just a bit!

They take me back! I live only a mile from Bickershaw Colliery and spent a lot of time watching No. 7.

http://www.bbc.co.uk/news/uk-england-33602441 Later comments on Radio 4 suggest the car was abandoned on the tracks.

Before I retired, I used to teach Autocad. I take my hat off to you, that's all I'm saying!