Darryl Tooley

49 minutes ago, Compound2632 said:

the legend seems to me to read 117/2/32 or possibly 167/2/32

I looked at Wadsworth’s No 66, which appears as plate 47 in ‘Private Owner Wagons’ Vol 1 by Bill Hudson (OPC, 1976), through a magnifying glass, and read the lettering as ‘HY/2/32’ (the Y being a small one with a line underneath it).  Plate 8 in the same volume shows a wagon with SH/1/36 written on the solebar, which the caption tells us indicates the depot and date of repair.  On this basis, a reasonable hypothesis would be that No 66 was repaired at Charles Roberts’ works at Horbury in February 1932, and that the wagon in plate 50 in the same volume was repaired there in June 1938.

D

Possibly Acro.

https://www.hattons.co.uk/725457/acro_supplies_r_303acro_gwr_45_ton_crocodile_h_bogie_well_wagon_kit/stockdetail

D

3 hours ago, Market65 said:

The second photo’ shows an NER 0-6-0T

By adoption, rather than birth.  The North Eastern renumbered the Hull & Barnsley fleet by adding 3000 to their existing numbers.  The LNER, who had it in mind to do exactly that to the Great Northern fleet, allocated the H&B engines new numbers from 2405 to 2582. This engine (H&B class G3 No 116, LNER class J75) was renumbered 2497 in September 1924.  It got the domed boiler in February the previous year.

D

On 23/01/2024 at 16:51, cypherman said:

It looks like an upgrade kit from some where has been used.

Probably this one:

https://www.ebay.co.uk/itm/324623456372

Which has been used here:

https://sremg.org.uk/model/muz_04.html

The builder, I believe, is an active RMWebber.

The LNER type that your model most resembles is the G9 class, Reid's development of the Drummond engines that became LNER class G8.  The push-pull gear, exactly right for an M7, is wrong for this class, but one suspects that the conversion was done by someone more concerned with getting weight over the front end than strict prototypical accuracy.

D

41 minutes ago, Market65 said:

The first one is of a class C12, which I think is 4552, but please correct me if I’m wrong.

4552 was the second engine of class N1; I think this is probably 4550, the last engine of class C12 to be built, but the photo isn't so clear that I'd want to swear to it.

D

20 minutes ago, Tony Wright said:

No. 18 (somewhere - does anyone know?).

March, I expect; that was 61181's final shed in service, and that looks rather like one of the hump yard control towers in the distance beyond the front of the engine.

D

9 hours ago, Market65 said:

Next here’s a photo’ of class B1, 61009, Hartebeeste, at Botanic Gardens, in possibly the late 1940’s.

An interesting photo; the first 10 B1s were initially numbered 8301-10, being renumbered 1000-9 in 1946, and photographs of them with their original number are few and far between.

According to 'Yeadon's Register' vol 6, No 8310 entered traffic in June 1944 and became No 1009 in March 1946.  However, it was transferred from Neville Hill to Parkeston in January 1945, after which it was a deal less likely to have been seen in Hull, I should have thought.

D 

48 minutes ago, Market65 said:

The second photo’ is a shot of EB1 No 10, at Beverley Cherry Tree, in what will be the 1930’s. The Golden Ball Brewery can be seen to the left

This is Y1 No 100, 106 or 108 (the third digit being obscured by the buffer), a Sentinel steam shunter rather than an electric engine.

On 15/12/2023 at 19:20, Market65 said:

Next we have a photo’ of class D24, 2429, at Springhead Works. No date is given, but it is probably again the 1930’s

This photo appears in volume 3 of Brian Stephenson's 'LNER Album', credited to T E Rounthwaite.  The date is given as February 10 1934, the engine being in store shortly before being withdrawn.

D

1 hour ago, Tony Wright said:

I'm assuming the 'Silver Jubilee' set was eventually painted two-tone blue pre-War?

Don't think so.  It's not mentioned in the standard reference works, and there's a T G Hepburn photo of No 4484 on the 'Silver Jubilee' at Peterborough, apparently taken 12 days before the service was suspended, and the stock is clearly not in a two-tone livery.

D

5 hours ago, phil_sutters said:

I imagine 2793 was recently ex-works.

That very day, according to Yeadon's Register.

D

1 hour ago, jwealleans said:

 

I refer m'learned colleague to the document I supplied, to be admitted to evidence as' Exhibit A.

I'm not convinced wagon kit instructions are admissible as evidence.  Sometimes they're not even admissible in building the wagon kit.

D

There is a well-known photograph by the late Ben Brooksbank, showing the aftermath of the derailment of 60508 at New Southgate in 1948, which resulted in the death of the fireman.

As well as the cab roof, it also shows the combination of 4,200 gal tender and full-height smoke deflectors that Tony mentioned.

https://en.wikipedia.org/wiki/File:New_Southgate_locomotive_derailment_geograph-2261880-by-Ben-Brooksbank.jpg

D

5 hours ago, jwealleans said:

You can see it on Jim's own model on the website

Possibly some confusion here. That's a 20 ton tube wagon.  The 4mm scale model looks more like the rather shorter 12 ton pipe wagon to me - look at the shape of the V-hangers and their position relative to the axle guards - so no extra brace is correct.

D

2 hours ago, 65179 said:

The drawing in the NPCCS volume of Historic Carriage Drawings has the 32ft CCT as 8ft 4 1/2in over angles and 9ft extreme width

Over the upper footboards - about 6" less for the lower ones.

D

42 minutes ago, Wickham Green too said:

 

Incidentally - and further off topic - anyone got any thoughts about the wagon to the right DE249053 ? : appears to be a four plank open with drop doors ( chain at edge of photo ) of LNER origin to RCH standards .... nothing like that seems to be jumping out of 'Tatlow' at me.

The number is in a sequence allocated to dia 116 vans built in 1942.  Going by the corner plates, that's what this was originally.

D

1 hour ago, t-b-g said:

He reckoned that he was probably the only the only driver who had taken a J15 into Liverpool Street with express headlamps and that particular train name headboard on. I think he said it was "The Continental" but that is the bit my memory is hazy on.

On 2nd September 1948 J15 No 65448, then acting as Chelmsford yard pilot, was substituted for a failed engine on the 'East Anglian', which it then worked to Liverpool Street, complete with headboard.

Source: RCTS 'Locomotives of the LNER' part 5 (and elsewhere - it's an oft-mentioned incident).

D 

23 minutes ago, Simond said:

Would Halfords grey primer be reasonable?  

A little on the light side, I should have said, going from what little photographic evidence there is in colour.  I generally use Precision Paints LNER grey or Humbrol 67.

https://www.rmweb.co.uk/topic/98763-odd-wagons-of-the-uk/page/11/#comment-4534828

D

According to the RCTS 'Locomotives of the LNER' part 8A, J50 Departmental Number 14 was used as a shunter at Doncaster Works from entering service stock in September 1962 until withdrawal in 1965.

D

There was an article by Steve Banks in the January 2004 issue of Model Rail entitled 'Rabbits to Sheffield' which mentioned the use of of siphons on the LNER on that traffic, which might perhaps be germane.  Unfortunately I cannot immediately lay hands on my copy, and may not still have it.

D

12 minutes ago, Compound2632 said:

This photo seems not to be repeated in the book

p11?

D

No 1940 was one of a handful of J39s to enter service with a high-front 4,200 gallon tender.  There is a photograph of it on p22 of 'Yeadon's Register' Vol 11.

D

4 minutes ago, 31A said:

Sorry Darryl, I was looking up the dates while you were typing!

I had to look up the date they became all thirds too.

For completeness we should perhaps mention the reinstatement in 1954 of first class on Set No 85 for working the 5.58pm KX-Welwyn Garden City, aka the 'Pottersbarbarian'.

D

11 minutes ago, Bucoops said:

During LNER days it would only have been all 3rd in a half set, and 1st/3rd in the other half.

Until the abolition of second class on London suburban services on 1 January 1938, one quad in each set was a tricomposite, precisely as described on the website.  The second class compartments then became thirds, and from 1941, so did the first class ones.

D

The explanation given for the introduction of the 15 ton vans in An Illustrated History of Southern Wagons (Bixley et al, OPC, 2002, p94) is essentially that given by Compound 2632 above; that with the introduction of heavier vans, the older lighter vans were cascaded to branch line and trip working, and by the 1930s many were life-expired.

I struggle to believe that axle-loadings or total weight had anything to do with it.

D

15 minutes ago, Tony Wright said:

so why did I make the same mistake?

I do this sort of thing a lot, Tony.  It's worse when you've read it through five dozen times without noticing, and then passed it for press.

D