71000

SPACE

BASINGSTOKE 1958-67

SPACE

SPACE

BASINGSTOKE 1958-67

Uploading photos was fine from here in Spain until exactly 06.00 BST this morning. From this time no further pictures would upload !

Indeed very good service. Stumbled on the shop by shere chance, as I had no idea Exmouth had promoted itself to the dizzy heights of having a proper model railway shop. Just happened to walk in the door as the owner was unpacking a delivery of Bachmann Blue Circle cement wagons. So I told him "Don't bother unpacking them I'll take the lot". I think he thought I was joking, but we quickly came to a very reasonable decision that I would indeed take virtually all of them away for an extremely good price, along with one or two other suitable items for my very large layout. I will certainly pop in again even though its about 1100 miles from where I'm building the layout !

BASINGSTOKE 1958-67

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BASINGSTOKE 1958-67

Vistean, Although I can't find any pics of your points, and therefore have no idea which type of system you have used to construct your points. I would say that your problem sounds like a classic case of your check rails being too tight. I don't know what type of roll gauges you use, and whether these are correct for your track. Do you use code 100, or code 75 rail, and are the roll gauges the correct ones for the rail you use ? Your roll gauges should have check rail slots if they are to be useful, and these slots are set at slightly different positions for different sizes and thicknesses of rail ! The fact that wagons and coach bogies go through your points without problems, but not you 0-6-0 or 6 wheel rigid part of a locos chassis (your Prairie) implies that it is likely to be the check rails next to the frog that are too tight, as you said the locos "Jam". This being the classis indication of check rails simply being possibly only 0.5mm too tight. To move the check rails next to the frog out slightly, will unfortunately disprupt the position at which the blade rails bend to form the check rails. The position of these bends will have to be moved slightly towards the tiebar, to allow the check rail part to also be moved out slightly to create a wider gap. I have built hundreds of points in all scales from Z to O gauge. Some of my latest "OO" scale handbuilt points will be seen in my thread "Basingstoke in "OO" 1958-67" in the category "Modelling real locations". Run through that thread to find the pictures of these points before I ballasted them, which may help you visually to pinpoint your problem. You can always leave a further Post there if you have further questions and I'll try and help ! The Duke 71000

BASINGSTOKE 1958-67

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"Northroader" Well it should help Jack, as he's a long way from Guildford and I suspect a bit too young to remember such scenes! And I have a soft heart for New Zealand because I was extended an extremely warm welcome by their then New Zealand Government Railway Chairman in 1986-7. Who went out of his way to provide me with railway journalistic opportunities. As too the photos, I have literally thousands of photos of Southern steam, collected over quite a few years, from Lens of Sutton, model railway shows, and even the internet. Good model shops always had box loads of photos, mainly of engines, to help modellers kit building such things. I just had some foresight to grab some of them for future reference ! You're correct in assuming the G6 was for shunting the yards, (it only has a threelink coupling not a screwlink) just as well as acting as shed pilot. The B4 you note was the usual shed pilot (but it had off days) until replaced by a USA tank, which was tarted up in a slightly oddball lined green. Indeed at the "Woking 150" railway festival back around 1988, they had a USA tank chuffing back and forth. When I climbed on the footplate I found my future Traction Inspector an ex steam driver I knew, saying "God how it comes back to you (driving steam) after all these years". That was just before I transferred to Guildford as a driver.

Jack. Coaches: 8 compartment 3rd class coaches were very common amongst all the pre-war companies. Coach lengths generally being around 57-60ft long. Only the Great Western tended to also build coaches up to 70ft, and these long ones were normally confined to ex Broad Gauge routes. 7 compartment CK's where four compartments were 1st class, was also a typical format (but not exclusive) amongst all the pre-war companies, so that any vehicle on an inter-railway service, didn't cause confusion for the seat reservation system ! Head Office Order (HOO) number E760 for 90 Corridor Thirds for General use. Running Numbers 1231-80 and 1801-40 to Diagram 2002 (two toilet vents); Includes Coach SK 1267 "High Window" built April-May 1934 and allocated to the "Loose" pool. I can't find it in any set at any time right through until the time it was scrapped around end of summer 1961. SET 328 5 coach set Consisted of: BTK 3797 TK 1215 FK 7406 TK 1216 BTK 3798 Marshalled in the order shown. The following may be helpful concerning Southern coach numbers: Coach numbers: 1 - 4383 Third class coaches, all types 4391-4397 Second class Boat open saloons (Restriction 1). 4431-4450 Brake General Saloon Unclassed (Boat train and special uses). 4481-4482 Brake Second Corridor (Boat trains) 4483-4486 Low window 8 compartment Corridor 3rd (the only 3rd class coaches not quite in sequence) 4608-4764 Ex LSWR 1st/3rd Composites 4916-4960 Post Office Sorting and Stowage vehicles 5040-6941 Composite coaches. All types 6986 Brake Composite Lounge Observation Saloon (Isle of Wight stock) 6987 Ex Minor Companies rebuilt Brake Composite (Isle of Wight stock) 7133-7756 First Class coaches. All types. 7781-7800 Maunsell High Window General Saloon Unclassed (Restriction 1) 7833-7840 Bulleid Restaurant Composite Open (All paired with a Bulleid RKB Tavern car) 7841-7844 Maunsell Restaurant Composite Open 7846-7847 Maunsell Restaurant First. 7850-7857 Ironclad Restaurant Buffet Third 7858-7878 Maunsell Restaurant Kitchen buffets/Kitchen Buffets/Buffets (all BR rebuilds of previous Maunsell Kitchen Restaurants) 7879 Ex LNER Gresley Sleeper rebuilt 1958 as Restaurant Kitchen Buffet and allocated Southern number 7880 Maunsell Restaurant Kitchen First (not rebuilt by BR !) 7881-7891 Bulleid Restaurant Kitchen Third (allocated in numerical order to Bournemouth 6-sets 290-300) 7892-7899 Bulleid Kitchen Buffet Third (The infamous Tavern cars, and paired with 7833-7840) 7901-7911 Maunsell High Window General Saloon Unclassed (Boat trains and special useage) 7919 Invalid Saloon 7920-7923 Ambulance Car 24 beds Unclassed 7931-7933 Maunsell High Window Restaurant Kitchen First 7934 Maunsell Buffet Third (BR 1953 rebuild from RKF) 7939-7958 Maunsell Kitchen Buffet Thirds, Cafeteria cars, and Buffet Thirds and original RKF's 7959-7969 Maunsell High Window General Saloon Unclassed (Boat trains and special useage) 7974-7993 Maunsell Low Window General saloon Unclassed (Boat trains and special useage, and Restriction 1) 7994 Maunsell High Window General Saloon Unclassed (Boat trains and special useage) 7995-8000 Maunsell High Window Restaurant Kitchen First 9117-9213 Ex LNER catering vehicles of differing types allocated to Southern variously between 1954-1973 There were also roughly 180 Locomotive hauled Pullman cars available for use on the Southern between 1935-40 and 1946-51 and nominally based at Stewarts Lane Pullman Company Carriage sheds. As your planning Guildford shed. I thought I would add a few photos of the station, shed, and various loco types found there. 22 pictures below. There is a "King Arthur" included !!!! Above M7 30047 @ Guildford February 1958. Above: M7 30129 @ Guildford July 1956. Above: M7 30249 on Guildford shed 31-5-61 Above: Black Motor 700 class 30326 in Guildford station shunting October 1959. Above: H15 4-6-0 30331 in the shed yard @ Guildford February 1960 Above: T9 4-4-0 30337 in Guildford station February 1958. Above: G6 0-6-0T 30349 (probably the shed shunter) @ Guildford July 1956 Above: S15 4-6-0 30507 on shed @ Guildford (with a 2BIL EMU behind) 18-7-61 Above: Q1 0-6-0 30532 on shed @ Guildford (with 2HAL EMU's behind) 16-6-62 Above: 0395 Class 0-6-0 30574 on shed @ Guildford (again EMU's in the carriage sidings) July 1956. Above: 0415 4-4-2T 30582 on an enthusiasts special @ Guildford 19-3-61 Above: 30796 N15 "Sir Dodinas le Savage" ON SHED @ Guildford 16.6.61 Above: 30915 V 4-4-0 "Brighton" leaving Guilldford for Reading on 2-7-61. Note headlamps as it is obviously evening time. Above: 31408 N 2-6-0 on Guildford turntable 1961 Above: 31510 C Class and 30639 Black Motor on shed Guildford 29-5-61 Above: 31518 H class 0-4-4T in the long vanished Down Bay @ Guildford April 1958. Above: 31549 D class 4-4-0 on a Redhill to Reading service @ Guildford July 1956 Above: 31616 U 2-6-0 on another Redhill to Reading train @ Guildford 31-5-61 Above: 31753 L1 4-4-0 with a Reading to Redhill service @ Guildford February 1960 Above: 32479 E4 0-6-2T on shed having probably worked in from Horsham with a local 1961. Above: 33006 Q1 0-6-0 on shed @ Guildford. Above: 34006 WC "Bude" in Guildford station. Probably come tender first from Woking to turn. Tail lamp on.

Jack, The coach in the photo is a Maunsell (CK) Composite Corridor, i.e 4 x 1st class compartments and 3 x 3rd class compartments. It is already in "Southern Railway" livery suitable for the period June1938-49, being unlined, and in the supposed Malachite green instigated by Bulleid. However it is missing its running number. Not sure how much you know about Maunsell mainline corridor stock but basically it went as follows. The traditional design for such stock including the model above, was that it was an improved design of what Maunsell had introduced onto the South Eastern & Chatham Railway (SECR) just prior to the "grouping" of 1923. Maunsell then became the CME for the new Southern Railway responsible for locomotives and carriages. The new designs were all similar but built to three seperate widths. The narrowest "Restriction 0" being 8ft 0.25inches wide, and virtually slab sided. Such vehicles built in small numbers for the problematic Tonbridge to Hastings line with its narrow tunnels, and I'm not aware of any in model form. Next was "Restriction 1" this stock being 8ft 6in wide, and again built in smallish numbers for restricted routes in North Kent, and the problematic tunnel at Lewes in Sussex which was sharply curved. Again I'm not aware of any commercial models of such stock . The main fleet was "Restriction 4" and 9ft wide. Including the model in your photos. Hornby have made a pretty wide range of these Maunsell (Restriction 4) mainline coaches with the exception of catering vehicles. The first batch of designs were introduced and built 1926-29. These are referred too as "Low Window" stock as they had corridor windows the same height as the compartment windows. Hornby have made a number of these. From 1929-34 the corridor windows of these various types were extended upwards almost to the gutter, and referred too as the "High Window" stock. The model above is included in this group. In 1935 a visual change to the windows of new stock being built, resulted in what were known as the "Flush Window" types. These vehicles had windows inserted from inside the vehicle, with no wooden frame, and also had rounded window corners. So far Hornby have only produced one such model which is the Driving Brake Composite in Hornby's 2-car Pull-Push set. These vehicles having been converted in 1959 by BR for use in Push Pull branch trains. Before conversion they were originally Brake Composite Corridors (BCK). So the CK model above, is a type built to Diagram 2301(because it has TWO vents above the toilet window), Restriction 4 (9ft wide). Built at Eastleigh between December 1929, and April 1932. These vehicles were numbered as follows: 5171 and 5172. 5634 to 5691. Next up is the problem of Southern Railway set formations. The Southern it must be noted had a policy of operating its coaching stock as if they were Electric Multiple Units, in fixed formation "SETS". The end vehicles of each set having large painted numbers to distinguish which set it was. A small number of vehicles were kept as "Loose" coaches to be added to trains in times of overcrowding. So an express train of the pre-war era from say Waterloo to North Devon could be made up to as many as 15 coaches. Such a train would be formed of a number of "SETS", with at least one catering vehicle inserted between two of the "SETS". Also possibly an additional "Loose" vehicle if overcrowding was expected, and this would also normally be marshalled between two of the "SETS". "Loose" coaches were also occasionally added to trains en route if overcrowding was being experienced at locations that held "Loose" coaches such as Basingstoke or Salisbury or Exeter. These places had carriage sidings and shunting locos on hand. Below are shown various sets of all "High Window" types available from Hornby, and including the CK's shown. These sets operated as such between 1930-1948 after which alterations began to occur. Also I have chosen sets which worked on the South Western pre-1948. 4-car sets formed BTK-CK-CK-BTK Set 190 CK5620 CK5621 Set 191 CK5622 CK5623 Set 192 CK5624 CK5625 Set 193 CK5640 CK5641 Set 194 CK5642 CK5643 Set 195 CK5644 CK5645 3-car sets formed BTK-CK-BTK Set 201 CK5635 Set 202 CK5638 Set 203 CK5653 Set 221 CK5664 Set 222 CK5665 Set 223 CK5666 Set 224 CK5667 I note you are contemplating modelling Guildford shed. It must be noted that electrification at Guildford in 1938 of the Portsmouth LIne, meant that much of Guildford sheds steam work from that time was cut back. From that time it continued to provide smaller passenger types for working the cross-country Redhill-Reading line. A fair amount of freight as there were no electric locomotives until Bullieds three electric locos of 1942-45. Guildford also serviced larger steam types such as King Arthur's for services starting and terminating at Woking about 5 miles away. Woking being on the mainline from London to Weymouth and the West of England route !

BASINGSTOKE 1958-67

BASINGSTOKE 1958-67

BASINGSTOKE 1958-67

Basing