Compound2632

The principal other being the LNWR of course...

On a par with or even better than the Folk Museum at Dent, though the latter has a niddy-noddy.

And the buildings now form a rather good little museum complex.

The photo I had in mind, and my period of interest, is a good fifty years before that! But as this shows, the Class Os outlasted the Belpaires at that location, wither you think of it as Garsdale or Hawes Junction.

I have pre-ordered one. It gives an incentive to re-visit my partially-built D&S NER 6-wheelers from my P4 dabbling of 30 years ago... That episode was built around converting a Mainline J72 to an E, with a Perseverance chassis, inspired by an early MRJ. I should revisit that, too. I was going through a bit of a NER phase - my Midland interests were more Settle & Carlisle oriented in those days. There's another 'photo I can't find just now' of a Belpaire in original condition at Hawes Junction, with a NER train in the branch platform - either an O or an A, with 6-wheelers. And if No. 1 son gets the grades for his Durham offer...

Thanks. I hadn't got round to checking North Eastern Record. It really is high time Bachmann et al. 'fessed up and renamed their Era 2 "Late pre-Grouping 1913-1922".

According to Ken Hoole's An Illustrated History of NER Locomotives (OPC, 1988), the Westinghouse pump was originally in a cupboard in the cab; the drawing for the position in front of the LH tank was prepared in 1912. The questions for TMC are: how easy will it be to remove the pump and are there any livery implications? It's not quite clear to me from the photos in Hoole's book whether the fronts of the tanks were lined prior to the pump move: there are two broadside views; then two showing the LH side with pump and no lining, and one RH view which appears to show no lining, but it's unclear where the pump is on this engine. Other tank engine classes in Wilson Worsdell green livery do have the front of the tanks lined.

Thanks Jol. As you can see, I've not yet added the brake levers either! Do you know if it will it be the dumb or sprung buffered version of the D12?

I suppose there's no chance of the bolster with fittings as a separate item? After all, the LNWR seems to have counted them separately from the wagons.

I did once hear tell that there's a monk in the Vatican - an American Benedictine - charged with coining new Latin terms. After all, there's a great many new things invented since the late middle ages, that the Pope might need to mention in an encyclical.

Despite the discovery of the Carr’s Metal Black, this is a lack of progress report... What with teaching, family commitments, and a steadily worsening cold, I’ve only a few odds and ends to report to keep this thread ticking over. On the L&Y brake van, I’ve snipped the end handrails, gluing the loose ends to the end pillars. A more thorough-going approach would have been to drill holes in the end-pillars and bend up new handrails but this looks neat enough – I think the handrail wire is over-scale anyway. I’ve also added a representation of the fixed side-lamps on the van in my reference photo: The base is a rectangle of 10 thou Plastikard, with bolt head embossed in each corner, glued in place with the Rocket cyano. The body is fashioned from 60 thou-square strip, with a 0.8 mm diameter hole drilled where the lamp lenses will go. A small square of 10 thou represents the sloping roof; a 0.8 mm diameter hole was drilled down through this into the body of the lamp and a bit of 0.8 mm wire (left over from the break cross-shaft) glued in and cut and filed flat on top as the chimney. I’m not going to post a closer close-up! However, I do now feel confident I could make 4 mm scale bird-boxes. I haven’t quite worked out how to do the lenses – they do seem to be bulbous in the prototype photo. I’m assuming the lamps would show white facing forward and red rearwards but I suspect the lenses are clear glass and the red filter can be inserted either side of the lamp on the inside, so there would be no very visible difference in daylight, when the lamps probably wouldn’t be lit anyway. That nearest axlebox looks wonky but that’s because it’s the compensation rocking unit, not yet fixed in place. Going back to the Martin Waters Model Railway News article, I’ve finally noticed that the LRM / D&S box art uses one of the drawings from that article. In another odd moment, I fixed the roof on my third Iron Mink and gave it a first coat of Halfords red primer. This is another rebuild of one of my earliest teen kit-builds. It was originally brush painted with a Humbrol dark grey. My Precision Superstrip was getting rather tired by the time I stripped this one so despite brushing away with an old electric toothbrush, there was still some remnant of grey paint in the corners. With just this first coat of red, I’m quite pleased with the weathered look and am tempted to go no further before lettering. The photo doesn’t really show this very well, with shadows competing with the effect, but at least does show the grease axleboxes carved from the Ratio moulded oil boxes, with squares of 10 thou Plastikard for the lids, as for the four-plank opens: The buffers are MJT, the plastic ones having disintegrated during the paint stripping. I think the break gear is Ratio, with microstrip safety loops replacing the solid moulding. I’ve also done a bit more on some LNWR wagons that have been hanging around for a while. Last July I started work on making a dumb-buffered LNWR D13 twin timber truck pair out of the Ratio P/W kit, to go with my D12 single timber truck. This got put to one side, partly because I couldn’t – and still haven’t – worked out a satisfactory way of making the stations for the bolsters, after seeing Mike’s 7 mm scale version. Recently, I’ve finished the curved sliders for the bolster, made the brake gear – adapted from the parts in the kit, one shoe per side per wagon, arranged with the gear on the nearside on the left-hand wagon of the pair (on the sprung-buffered version, the brake was on the right-hand wagon), and made the grease axleboxes. As with the D12, these use the kit moulding for the oil boxes, with the lower lip carved off and the bottom rounded, built up with a piece of 20 thou Plastikard and a 10 thou lid. The characteristic roundel casting proclaiming Viaduct Works as the makers is embossed by pressing the blunt end of a 2 mm drill bit into the plastic, softened with Mek-Pak. Some come out better than others: The next job is to make the permanent coupling between the two wagons. I hope to adapt the Ratio parts, though the curved bumper part is a bit under-sized. Guy Rixon has done this, so I’m re-reading his posts. At the same time as I started the D13 pair, I tried converting the Ratio D62 ballast wagon to a D2 2-plank open. The latter were 15’6” long whereas the ballast wagons were 16’0” long, so the sides were shortened, as well as the hinges being scraped off and 10 thou Plastikard corner plates added. Even longer ago – autumn 2016 I think – I had started on converting one of the D48 (?) bolster wagons from the Ratio P/W kit to a D1 1-plank open by increasing the height of the sides and adding end pillars. I’ve brought both of these closer to completion: The D62 to D2 conversion falls down on the unequal width of the planks: on a D2 these are both 11” high. The plan is that both these wagons will be sheeted, hiding the above-solebar bodgery. Below the solebar, the D2 has grease axleboxes made in the same way as for the D13 wagons. The D1 has Coast Line Models’ 3D printed ones, a batch of which I bought at the time, before I hit on my low-cost bodging solution. I don’t seem to have enough of the Ratio turned buffer heads to go around – either one of my second-hand kits came without them or, more likely, I’ve misplaced the packet. The turning includes the collar of the buffer housing, so in order to use regulat turned buffers, I’ve used spare collars from Cambrian underframe kits – left-overs from my Huntley & Palmer wagons and Hornby conversions. Even finishing this lot off doesn’t bring closure on my LNWR wagon fleet. I’ve got a complete set of parts for a D62 ballast wagon, along with a number of half-completed wagons with P4 wheelsets – these include a couple of D62s, so I may end up having to find an excuse for LNWR PW wagons running on Midland metals, and also a couple of D48 to D1 conversions like the one above. Weighting, weathering and sheeting of the whole fleet is also on the agenda. I have used the Carr’s chemical black on the batch of Slaters 3-links I’d made up. I’ve realised nearly all twenty pairs will be used up on wagons I’ve built since last summer… and I’m out of wheels too.

Did the 9th son get into the British Army? Or would BP have got in if his father had been a professor of Classics?

Are we hoping to distinguish between the terms we might use, or the terms in use at the period we're modelling? Of course, we may prefer to reject contemporary useage in favour of period useage when speaking of period practice or of the trains on our model railways.

If that's the photo that was being discussed elsewhere, it was established that it was certainly post-War and possibly post-Grouping, anyway certainly post-pooling, so provides no evidence for the first decade of the twentieth century, or earlier. Before pooling, local / home company wagons will predominate. Sorry to keep banging on about this.

Mean little window though. Real old-fashioned coupe compartments such as Regularity has in mind seem almost always to have been first class and tend to come about as a result of squeezing different configurations of accommodation into a body length determined by five or seven third class compartments (e.g. the infinite variety of 30'1" 6-wheeled and 42' 8-wheeled composites of the LNWR). The Midland largely avoided them until Bain's 54' clerestory carriages - which weren't quite long enough to fit in four third and three first class compartments, so one first was a coupe. Space is even more constrained on a brake composite, as Jonathan's Great Northern example shows - and does have a third coupe too.

You do have a point about the flexing. Crimp terminals are good if and only if you have the right crimping tool. Even then I like a dash of solder too.

He's the Transit of Animals Order 1927 as a starting point form which to work backwards. It's mostly concerned with standards of cleaning and frequency of watering etc. rather than total length of journey. I am particularly touched by the regulations for conveyance of shorn sheep during the winter months - at sea, they should not be on open or exposed decks, by rail, the sides of the wagon should be covered with tarpaulins to protect them from the weather but without obstructing ventilation - there's a modelling challenge. Looks like we have to go right back to the Diseases of Animals Act 1894. EDIT: I've had a brief look through that and only section 23 is relevant and again that's only about the adequacy and frequency of watering. We need a legal expert to look into this...

It's a long while since I've been, so I bow to your more recent observation; perhaps I've not been watching Endeavour closely enough too and they've been choosing this location precisely because it's not been cleaned. I was a couple of years ahead of you and my first year room was in New College's New Buildings (always a source of amusement to outsiders, being over a hundred years old even then) which were black - I think cleaning of these happened while I was a graduate student. The New Buildings were among the last to be tackled - the front and garden quads had been cleaned before c. 1983. I'm not surprised that the New College Lane side was never tackled - it was a college tradition to be indifferent to anything going on outside the walls! Here's a link to an academic paper on the stonework of Oxford. One point gleaned from speed-reading is that much of the exterior stonework we see is very much younger than the buildings as a whole purport to be - even before the great cleaning of the last half-century, stonework had to be replaced as it decayed. Much like railway engines - new boiler, new frames, new cylinders - still the same engine.

On chocolate blocks, a club layout were building uses them - I didn't take that decision but did do the wiring - one big advantage is that it's fairly straightforward to correct mistakes and, indeed, to make repairs. We also make use of plug-in terminal blocks, which are basically chocolate blocks with a copper dowel - these make for simple and robust connections between baseboards and between baseboard and controller. I am quite taken with the idea of modelling the Circle Line, with all the wiring readily accessible as part of the scenery.

From perusal of various Midland Railway Carriage Marshalling books from c. 1910-1915 in the collection of the Midland Railway Study Centre, I'm forced to the conclusion that the word in use was "train". (Sections of a train for different destinations or re-marshalled en-route were "portions".) Perhaps we're forgetting that well-known classic opening line: "Once, an engine attached to a train..." - there was a time when the locomotive was always a separate entity from that which it pulled.

Those side knees are a bit on the chunky side (for once) but also somewhat otiose as it's a dropside wagon!

Endeavour has numerous scenes shot in rather unlikely corners of Oxford in relation to the action - New College Lane being a favourite. The Cotswold stone glows golden - it was certainly black in the early 1980s.

... they were not legally entitled to do so.

Commentary on the Giant Pike (or some such Winter Olympic event): "you don't have to be a rocket surgeon to..."

That looks a nice kit to cut one's teeth on without risking too many tears. I believe the GEM Belpaire was sold as buildable either as a Belpaire or a 999 and was designed to fit the Triang L1 chassis, so wasn't that close to either. David Jenkinson wrote an article in the July & August 1968 issues of Model Railway News on making a scale model of an LMS-condition Belpaire out of the kit. I hope you will excuse and not take offence at a little Midland pedantry: the GEM kit gives you a superheated engine, with smokebox extended forwards. The first Belpaire was superheated in 1913. Also, I think around 1912 most Belpaires retained their original 8 or 6 wheel tenders with flared tops, the rebuild to the "Deeley" straight-sided form coming with superheating - at least I can't find a photo with both together. So, ironically, your model is better for 1920! Actually, I'd be inclined to stick with 1920 for now - it's a much easier period to get going with - there are even RTR engines!* (And by 1912 goods engines were going black anyway.) Also the well-known Ratio kits for Midland clerestory coaches are suitable for that date but need a fair deal of fiddly work to make them suitable for pre-Great War condition. On the other hand, anything you build in genuinely c. 1912 condition is likely to still be good for c. 1920. Trouble is, the further back you push your date, the more finnecky you'll find yourself becoming. Look out for second-hand books, especially Lacy & Dow, Midland Carriages; Jenkinson & Essery An Illustrated Review of Midland Locomotives; Essery, Midland Wagons, and, if you can find it, Dow & Lacy, Midland Style - that's the backbone of a Midland enthusiast's library. Have you considered joining the Midland Railway Society? Be warned, though, you could end up spending more time doing research than actual modelling! *Though the Bachmann 1000 is in 1950s condition...