chris45lsw

I would suggest that given it has no direct LSWR antecedents the SR/Maunsell would have given it a SECR style classification as in U (2-6-0), V (4-4-0), W (2-6-4T), Z (0-8-0T). Y had been intended for an 0-6-0T planned in 1927 but not proceeded with so, as it is available, I'd suggest class Y. Chris KT

In his article in the March 1959 MRC, Peter Winding said "......it bore no outward evidence of its identity. Nor did its plain dusty green livery......" and later "......under SR ownership it was officially designated 74s in the service stock list and, therefore, became DS74 under BR. Yet the fact remains that for some strange reason this loco does not carry any number, nor any mark of identification." According to Peter the staff called it 'Tin Lizzie'. Chris KT

I know it's fictional but it wouldn't have had a Brighton Section, 2xxx, number but something in the South Western range, 1-999. There are spare numbers between the Nelson's and Schools (866-899) or after the Zs (958-999). Incidentally Maunsell did actually plan an eight coupled goods loco but it would have been a 4-8-0 with 4 cylinders and a boiler based on the Nelson. S15s 838-847 were built instead. Another bit of pedantry - if it was built in the late 20s it wouldn't have been class S16 either! Chris KT

Hi Jack I've been off-line (Broadband probs) so only just caught up with your thread. Sorry to hear of the car theft. Great modelling on your part as usual! ChrisKT

264 was in my village (Notts) newsagent this morning (Friday)! Chris KT

By the criterion you've set yourself, Tony, ie classes extant at 31 Dec 1947 you don't actually 'need' any R 0-6-0Ts. 1124 was the last to go in Sep 1943 while 1336 went in May 1941. Looking forward to seeing the T to Zs and the 'numericals'. Chris KT

Aside from the physical shortcomings the other main problem, of course, is that they aren't a "range", for example no Composite or brake third (3 or 4 compartments). If Hornby had given us a better selection there would be less need to mix coaches of different origin together. Chris KT

The NER built over a 1,000 clerestories between 1895 and 1906, and some lasted into the 1950s so are an obvious choice. But almost 900 elliptical roof carriages were built 1906-1923 and examples lasted longer than the clerestories (later 1950s) so also merit consideration - more so than the small number of matchboards built only in 1905/06. Chris KT

Apart from 2636 and 2647 already in black with Maunsell lettering/numerals, repaints were plain black with Bulleid insignia from November 1941 and I'm afraid that 2644 was the first so treated! Chris KT

No 17 and 20 were actually SR Nos. 7805 and 7808 respectively. 4107 and 4110 were their second L&SWR numbers. In the restoration programme '7805' was visible inside at least one of the doors. Chris KT

I'm not 100% sure but I believe the Maunsell green, SR malachite and BR red are all the same physically. The BR green one of set 373 is different because it represents 373 late in life when some of the panelling had been plated over and the lower side beading had been lost. Chris KT

I wasn't asked - I commented unprompted! :-) I simply advised Jack that his, then, 1408 should be LH drive so he changed it to 1405. And, superficially it had (and still has) a 4000 gal tender with turned in top. BUT what I didn't spot before is that Jack has put his spare 4000 gal body on the underframe of a 3500 gal tender. And, of course they are very different ie no cut outs between the axle boxes with the 4000 for example. So, if you want a 1400-1406 series N you need to source a whole 4000 gal tender, Jack. (or acquire a complete 1400-1406 N - Hattons want £131 for a new one but they have several from £47!). Chris KT

According to Bradley the cab of B338 was modified at Eastleigh in Nov 1929 but the chimney and dome were unaltered at the time so were still outside the SR loading gauge. B343 was done similarly in April 1930. The first to be made fully compliant, ie new cab top and cut down chimney & dome was 2341 in July 1935 and the last were 2347 and 2349 in July & Aug 1939 respectively. He doesn't give dates for the rest done between 1935 & 1939. Chris KT

The 9400 boiler pitch is 7' 9.75", 3.25" lower than the 2251 at 8ft 1", ie half the difference between the two wheel sizes. Per the diagrams in Russell the chimneys and SVs seem the same. Chris KT

32151 gained its BR number and was painted lined black (presumably in error) at Eastleigh in Jan 1949 with blank side tanks. It lost the lining in April 1953 when it had heavy repairs. There's a photo in Locos of the LB&SCR Part 2 / RCTS, fig 26. It was the only one so treated. Chris KT

Not unknown on other railways. Some examples - Dugald Drummond's LSWR 700 class was 7ft 6in + 9ft 0in as was his brother, Peter's HR 0-6-0. And Peter's G&SWR 0-6-0 was 8ft 1in + 9ft 0in. Ex GER locos - J17 & J19: 8ft 10in + 8ft 10in / J20: 8ft 10in + 10ft 0in. I imagine the J20 had the longest wb of any British 0-6-0? NBR J37: 7ft 9in + 9ft 2in. J38/J39: 8ft 0in + 9ft 0in. Chris KT

You didn't waste any time, Jack! Your quickest re-paint to date? Chris KT

Because 7ft 3in + 9ft 0in is a common GNR/LNER wheelbase. Chris KT

The last two 850/1901s - 2008 & 2012 (withdrawn 1958) and the last 2021 - 2069 (withdrawn Apr 1959) were at 6C, Birkenhead, but according to longworth no 1600s were ever there. Chris KT

Surprisingly for locos with a 1ft difference in driving wheel diameter (D1 - 5ft 6in / E1 - 4ft 6in) the boiler was pitched at 6ft 11in in both classes. Above the running plate they were more or less the same (apart for the front splasher) except that the E1 bunker was 6in longer than the D1 (and it was 7in longer over the buffer beams). Chris KT

15xx 0-6-0PTs never worked out of Waterloo. 57xx(8750) - mainly in the 46xx series, though I certainly recall 9770, arrived at Nine Elms in 1959 and from then until 1961 you could see a mixture of 8750s, M7s and Brighton E4s on ECS duties between Waterloo and Clapham Junction. Chris KT

J1 No. 2325? Or is that enough like the J2, Tony?

In fact 31551 got P&P gear in September 1960. Chris KT

MR-401 97 - LBSCR 'golden ochre' MR-402 127 - LBSCR goods green MR-403 B96 - Marsh umber but with 'B' prefix as applied by SR MR-404 2142 - SR black (pre-War) MR-405 2606 - SR black, 'sunshine' lettering MR-406 32151 - BR lined black, no emblem MR-407 32113 - BR plain black, early emblem MR-408 32689 - BR plain black, early emblem (weathered) MR-409 W2 - SR (IoW) lined green MR-410 W4 - BR (IoW) black, early emblem Chris KT

16xx WR 0-6-0PT and LBSCR/SR/BR E1 0-6-0T Chris KT