LMS2968

No, they have to do all the route in between first!

I believe that this engine was finished in LMS 1946 lined black (but BR numbers and tender lettering) but immediately re-entered the paintshop to be turned out in BR blue livery. There is a photo on page 18 of Irwell's 'Book of.. Mk2' showing 6224 painted black with another, almost certainly 6232, behind - brand new fresh off. Their summary of the EHC shows 1/3/48 - 3/5/48 Heavy General, then 7/5/48 - 21/5/48 No Repair. Their livery table shows, '5/48 LMS lined black, and 5/48BR experimental blue. The nameplates were, like most others, cast brass but originally the lettering and borders were chromium plated. At some point, the chrome was removed (or flaked off, then had to be removed) but I don't know a date for this. Background colours tended to vary between black, vermillion and, north of the border, blue. It can be very difficult to distinguish between red and black on B and W photos, however.

It gets complicated! Running plate: 6230-34 and 6249-52 were built non-streamlined so had a continuous front running plate; 6220-6229 and 6235-6248 were built streamlined and had a front split running plate. 6253-6257 were built non-streamlined but with the split running plate from new, although it was very slightly different on 6256/57. But, just to confuse, following repiairs after the Harrow smash, 6242 re-entered traffic with a continuous front running plate. Tenders: Streamlined tenders up to 6252 had higher front panel than non-streamlined tenders for 6230-34. They also had no rear running steps or handrails but had a rear ladder and twin filler holes. After destreamlining, the side panes extended a few inches behind the rear panel. The tenders for 6253-55 were non-streamlined but with the higher front panel; they were also part rivetted; those for 6256-57 were similar except for having the front panels lowered again, and had roller bearings. Unfortunately, tenders were swapped around and 6230-31 had ex-streamlined tenders from 1945 onwards. Their original tenders went to verious ex-streamlined engines, but 6249 ran with one of them in the late 1940s when still in plain black livery. Livery: only 6232 and 6233 carried lined black LMS livery with non-streamlined tenders and continuous running plates.

I worked at Edge Hill in 1973 with the guard who caused all that. Funnily enough, his version of what happened differed slightly from that given in the report... http://www.railwaysarchive.co.uk/documents/MoT_LimeStreet1949.pdf

Nah, Mate - ex-works. Sheds always sent their best engines away when told to transfer one to another shed!

That happened a few times too!

PM sent

It was a Black Five which was slipped on greased rails to reach 104(?)mph. The wheels lifted 2.4 inches!

11th August 1968: last day of BR steam. Black Five 5110 passes Edge Hill on the final leg of the "15 Guinea Special", 1T57. http://i111.photobucket.com/albums/n156/LMS2968/5110EdgeHillStn11-08-68001.jpg

I remember reading somewhere - alas, I can't remember where - that when EE were planning DP2, they used a Deltic bodyshell as they had one of these spare, so a conversion should not be too difficult. On the other hand, I couldn't help wondering why they should have a spare shell; these not being all that cheap to build. Engineers must be able to work out all the moments and stresses so need to be good at maths. I'm a little surprised thay they couldn't count to 22!

You can applie to DVLA for a history of uour cars owners; I think it costs a fiver. https://www.gov.uk/government/uploads/system/uploads/attachment_data/file/207533/MIS546.pdf

I've thoroughly enjoyed all of these. The beauty of them all was the way your Dad did not stay with the standard three quarter front view of express passenger trains in the countryside, but gave an all round presentation of the contemporary railway scene. Thanks to him for taking these photos in the first place, and to you for taking the trouble of scanning them and posting them here. Excellent stuff!

Some dismantling work had begun to remove high value components only, but then ceased until storage space for removed parts became available. This has now happenned, so further dismantling will resume. The current plan is for 2968 to enter the works for the overhaul to start some time in the Autumn, with a return to traffic about two years later as she is thought to be in fair condition. There has been no mention so far of a Bachmann model of her as preserved 2968 with Stanier tender. I understand that Bachmann have visited Bridgnorth and done their photographing and measuring up.

JVol7007. Ahh, good old 8666; now there was an engine which went down fighting! 2nd August 1968, sat down between the rails at Rose Grove shed, blocking the entrance roads. You have to admire that sort of fighting spirit!

There is a cover panel missing: you can make out the previously covered paint and two mounting holes. I suspect that the engine has had a rough shunt and bent the buffer beam back slightly, distorting the reinforcing gussets to the beam and displacing the panel.

The added M to the LMS number would not fit on the existing smokebox number plate, so was often left off the front; in which case only the cabside got the M, sometimes above the number if it would fit, otherwise below. Sometimes a sheet steel extension piece to mount the M was added to the front number plate, secured by the right hand (looking forward) number plate mounting bolt. The effect was to make the number plate off centre, as with M3003 above.

Yes, a turbo generator, this engine having electric headlights.

I'm not sure which it was, either John Powell or J.W.P. Rowledge, but he reckoned these vertical throatplate / 21 element Black 'uns were the the best steamers of them all!

No Dave, I didn't. Things have been a bit fraught here with a good friend in his last days, so I haven't been chasing anything.

5020 - the REAL first Black Five!

It shall be done!

That photo, as a print, of Stanier Crab 2949 and credited to "Photographer Unknown", has been in the Stanier Mogul Fund Archive Collection for at least twenty years, although with a lot more white dots on it than shown here. We've never used it, even within the Fund's in-house magazine. I don't know how we acquired it as it was there when I took over as Archivist, but at last I can date it and give due credit to the original photographer. Thank you for that!

Exhaust injectors were fitted retrospectively to many LMS engines which didn't previously have them, but the programme was curtailed before completeion so some classes had engines with one exhaust injector and one live steam,others with two live steam. The ex-Midland and Midland-derived classes had the pipe exiting the smokebox as shown before diving below the running plate. Remember that ex-Midland and early LMS builds were right hand drive, but later examples were left hand drive. The exhaust injector was always fitted to the fireman's side so could appear on either side of an engine, according to the drive layout.

It wasn't too uncommon to use a large engine which was long due for overhaul as the shed pilot. It might be unsuitable for main line use due to steaming qualities or its rough ride at speed, so would fill in its waiting days trundling unhurriedly around the shed!

I'm not a GWR type, but I know that the track through the stage extended beyond it. I assume that the loaded wagons were pushed up the slope by a loco and out the other side of the stage, then run back into the stage by gravity, someone controlling their speed by the wagon handbrakes. The empties would therefore be on the right side ready to be taken away. Does that sound about right?