drmditch

Am I mistaken, or are the Swiss trains above travelling on the left hand tracķ? Thank you for Beamish

I have likewise offered a B1 body, but will have to move some boxes to extract it! Tony may have better options. Since it is a source of a 5'6 dia. boiler I do have ideas for another project - but I suspect it will be a while before I get round to it Meantime my re-liveried Hornby B1 has behaved badly and will have to be rescued!

Re: Alston Roof. I think that one book does have drawings of the earlier version I'll try to check over the weekend.

Re: The purity of music. Beethoven late quartets, a summer evening, good whisky (I know what my choices are others may differ.) and a seperate glass of iced water. Watching the sunset, then possibly bats and hopefully an owl. Even better would be a sunset over water but I'll settle for being home and well.

Yes, thank you. My construction was confused! Corrected now!

The LNER inherited 2-8-0s from two companies only. The GNR with the 2cyl 01 and the 3cyl 02, and GCR. with what became the 04. (ignoring for the moment the bigger-boilered 05 which were all eventually rebuilt with the smaller boiler anyway.) What made the difference was the large number of the GCR design built for wartime use, and subsequently available for the LNER to purchase at increasingly lower cost. The large numbers of 04s all needed replacements boilers at various times, and some of these had GNR type round-top fireboxes. This gave rise to the O4/4, /5 and /7. When by the mid 1940s more replacement boilers were needed the 100A (B1 type) was used creating the O4/8. These were only created if the cylinders and motion were in relatively good order. If they were not then engines were more comprehensively rebuilt to create the ('Thompson') 01. In WW2 the LNER also used Stanier '8F' 2-8-0s, called O6 by the company, and the WD ('Austerity') type engines called 07s, and for a while American 'S160s'. A good reference can be found .... here.... It just goes to show the utility of the 2-8-0 format, and the ruggedness of the GCR Robinson design. It was the availability at low cost of the ex-ROD engines that made it unnecessary to build more of the Gresley 02s. lovely engines though they were. Personally I like the 04/8s, because they look like the 2-8-0s the NER might have built had they gone beyond the Q6 (or the Q7) for eight coupled engines. I also like the 1940s 01s, which did well in the 1948 trials (if that can be held to mean anything at all) and, to me, look everything a steam locomotive should! (But then perhaps that is also true of the 8F/06s.) I'm sure everybody has their own opinions!

Re: 04/8s Since mine is out and running at the moment, I have taken some pictures with my annoyingly inconsistent 'phone. Apart from better photographs, it needs the weathering re-working. Since I paint and weather with acrylics this can be done using IPA. This was one of the first of my modelling projects I dared display to others, at a time before I had discovered the marvels produced by Mr King and Mr Wealleans. I actually sent a (worse) photograph to BRM and they published it! I apologise for for the lack of lamps and the presence of clumsy front couplings, but on my railway the 2-8-0s have some tender-first duties. As others have done it use a 'works' and tender of a Bachmann 04, and a spare Replica (?) B1 Boiler and cab. A quick summary of the rebuild is :- 1. Separate footplate and cab/boiler. (The latter is no longer required - but retained for future projects.) 2. Clip off the wire cab handrail from the footplate (this is the only irreversible part of the process) 3. On the B1 body separate Cab and Boiler 4. Extend Cab sides vertically, and extend the backhead downwards. 5. Create a new smokebox saddle. (You can just see some bolt heads.) This can plug into the same hole in the footplate as did the Bachmann original. 6. Create a round bottom for the boiler 7. Extend the firebox sides vertically. They will fit round the motor is the same way as the original 8. Make a new reversing lever and support bracket (I used brass strip and rod, and located them in holes drilled in the footplate) 9. Make and fit new sandboxes. 10. Fit new chimney and dome. (I got the Chimney from DMR for a planned O1 conversion - until Hornby produced their version.) 11. It is numbered as Tyne Dock engine in 1947. ( I suspect that the boiler is mounted 1mm too high The locomotive is currently rostered on a train of steel 16 ton minerals. The these are made from several sources, kits and RTR, with some conversions of the older RTR vehicles. I plan to load these with iron ore, but need to confirm how far up the sides the load would come. Some quick calculations would suggest that compared with a coal load it would take about 2/3 of the volume. Advice will be gratefully received. (PS Having today managed to 'run some trains' for the first time for ages my nice re-liveried Hornby B1 managed to de-rail it's train in the second most inaccessible storage siding!)

Nice ship. Where? When? (And did she come off safely?)

Might there be issues of durability, compartmentation, flooding control, electrical continuity, robust systems, resistance to battle damage etc

I did experiment with a parmo in M'bro a couple of years ago. Not desperate to try again!

As reasonably active member, of the Church of England I have read the above discussions with interest. There are some additional points worth making. In the 10th and 11th centuries, the Western Church (i.e. by then the 'Church of Rome') saw itself and the Carolingian state which it sponsored as being the lineal and legitimate successor of the Empire. (That Empire which we usually refer to as the 'Roman Empire'.) Then, and in many subsequent centuries, there could be no debate about 'Church and State' because the two were, by definition, one. This was still the accepted view at the time of the Henrician reformation. It was therefore necessary for the 1533 Act in Restraint of Appeals to state clearly that 'This Realm of England is an Empire'. In other words Henry was in direct succession to the God-given source of all authority, and no-one could tell him otherwise. This view was accepted by Edward and his counsellors/teachers, and subsequently by that 'great and famous lady' Elizabeth. It could not of course for familial and no-doubt sincere doctrinal reasons be accepted by Mary. There is an irony here in that (until a Parliament repealed the Act of Supremacy) Mary was still, in law, 'Supreme Head' of the Church of England. Her sister, once a modified act had been passed, became 'Supreme Governor of the Church of England', which title (with it's obligations) her successors have also held. There a lot of issues wrapped up in this history, especially the large amounts of money, from the Dissolution of the Monasteries to the whole issue of Tithes which still reverberated into the 20th century. For myself, I like the connection with the organisation of the state. I do not believe that the church should be one thing, and 'normal' life another. The church is a part of society, and as such is subject to the same pressures as the rest of our lives. These pressures and the attitudes which engender them change over time. The church does, sometimes reluctantly, change as well. For example, it was seen as normal when I was young for women to cover their heads in church. (Much discussion about hats could start here!) As for women wearing trousers in church, well that was quite shocking! One can only hope that in a few years time most of the obstructionist attitudes to the ordination of women will also be seen in the same amusing light. Unfortunately that is not the case at the moment, for some sections of the church. Whatever one may read in the Telegraph/Mail etc, the process which the Church has been going through called 'Living in Love and Faith', is a helpful exploration of Christian faith and teaching. There is a 'big book', of competent and honest research, much on-line material, and shorter documents for course and group work. Having been through most of this I still worry that there will be those who cling to conservative and exclusive social attitudes. As a transgender person, I have perhaps been fortunate in finding continuing support in the church communities I belong to. My view is that the church, although it may sometimes be seen as conservative, cannot by the nature of the God it worships, be exclusive.

Especially in Florida.

Another good subject might be:- - What is/was the best colour* for steam locomotives, and how to represent it in a model? - Of course Saxony Green (as for the NER) is/was obviously the best, but were the Gateshead and Darlington versions different? - Was Apple Green, as applied by Doncaster** much different to the above***? - And also (for those who like Red engines) was LMS red the same as Midland red? * Other than (clean and polished) Black ** Just to make my prejudices clear, that is Doncaster on the London Branch after 1923. *** When 1621 and 4771 were close together at Locomotion the apparent differences - in my eyes - depended on where the sunlight was!

Many thanks for this photograph. I am now a lot less worried about the state of my own workbench/manufacturing corner.

Also, I suspect, some people have never accepted the 'end of empire'.

Re: "rorschach hafen bahnhof hochwasser" Wielen Danke! How does this work please? In my ignorance I thought that the running rails provided the electrical return circuit. Does this mean that there might be a lot of electrocuted fish? (If any fish chose to explore the station!) Thank you also for the pictures of the lake ships. One wonders if any ignorant tourists confuse the right hand vessels name with it's destination? (That would require some interesting engineering!)

Re: Tumblehome This is a very old term in naval architecture. The inward slope of a ships sides above the waterline has to do with:- Ships (and especially sailing ships) being hardly ever vertical in the water. (1) Reducing topweight and keeping the Centre of Gravity low. (2) Allowing the shrouds (which are the ropes which provide lateral support to the masts) to run in a straight line to the tops (at least of the lower masts). Shrouds are secured to the hull, and in the 18th and earlier 19th centuries, were offset outwards by platforms known as 'channels'. The stress patterns of a sailing ship are carried not just by the hull, but by the hull masts and rigging together. (3) Guns (should one be carrying any!) on the upper decks will still be in that plane of the structure directly supported by the water even at a 10 degree angle of heel. (4) The 'frames' (acting like ribs) of the ship can form a curved structure, which is inherently stronger than a straight one. (5) I would suggest that the last one of these factors is also relevant to railway carriages, and such carriages were, presumably the earliest landbound large moving structures. Perhaps it is significant that earliest (and small) carriages tended to have slab sides, and as they grew larger they tended to have 'tunblehome' and 'turnunder' Readers of the Jack Aubrey books will be aware of his dislike for the 'slab sided' (ie no tumblehome) HMS Worcester! Notes: 1. I think railway vehicles will not rock from side to side to the same extent. 2. Might also be relevant to railway vehicles. 3. Apart from the famous examples on the Spurn Point railway, few railway vehicles required complex masts, and sails. 4. As far as I know, no railway carriage ever carried a broadside armament! 5. And can be formed from several pieces of timber clamped and glued together. Sorry for the distraction. I will now return to ensuring that the sides of the Covered Van I am constructing are definitely flat!

A question from an ignorant person. A lot of these modern ships seem to be designed without regard to sail area, and potential wind force. Do they have enough power and rudder area to cope? ( I know there was some discussion earlier on the thread.)

Re: Dreams For a long time, I had a 'standard' recurring dream that I was back at University and had to re-sit my final exams having not done any revision for many years. This dream used to occur once or twice a year. Now that I am (just) over 71 that dream seems to have subsided but I have been dreaming of various events and emotions that occurred a bit later in my 20s and 30s. Since these are 'waking dreams' they can upset me for most of a day. I agree with Mr Levin's post above in relation to stress. Recent times have been and are a bit worrying for me. More work on my railway is required!

A much delayed question. Do the body-side castings provide a proper representation of the Tumblehome/Turnunder (whichever is the correct term) of the lower panels? Most of the models I have seen seem to be very flat sided. My (now very elderly and inadequate) model of a Dia89 car exaggerates this feature but at least it's there! Your thread is inspirational, and I hope that later this year my model will get replaced. I still like the Dia89s though!

Probably just waiting to get Home!

Not since Prussia was abolished in 1945 by Mr Churchill and Mr Stalin, for reasons which might now appear questionable.

Re: Ursprunge der Autos Entschuldigung. Ist mein Skoda ein 'K und K' Car?

So is the young person's hat!

My favourite railway - looking good! Would love to visit, but unfortunately hadn't better!