Ian M.

Unsure but prob. upon entry into service or soon thereafter. The photo is a pre-delivery builder grey study portrait so not surprising it lacked certain add-on details like the tablet catchers.

Fowler tender of the first type without coal doors would have been the type in 1925 when delivered.

Sorry I dropped Facebook eons ago (too much garbage). With respect to LNWR cast iron tender numberplates, do we know whether, as built and out of the shops, these were painted black w- characters picked out in white, all black, polished characters? Cheers.

Gentle nudge ;-)

Rapido, can you confirm no buffer beam numbering on the Jones Green? Any photo evidence?

The "Jones Green" livery in the center has no road number on the buffer beam. Is this correct? Also, when did "Jones Green" give way to the darker olive "Drummond Green" on the right?

Are any of those rear tender views while in SDJR or early LMS service per chance? Also, do any show the full rear-end and do they have tender and/or capacity plates? I have a theory, unverified by any photo evidence, that as delivered and upon assumption by LMS in 1930, the 1925 batch of 7Fs probably had just brass capacity plates but no tender number plates since they pre-dated 1927-28 when LMS started adding these (right?)

Late to the party here but the Fowler tenders for the S&DJR 7F 2-8-0s built by Stephenson in 1925 had certain elements of the water pickup apparatus but were not so equipped when delevered. This paraphrasing the S&DJR Trust at https://www.sdrt.org/53808-how-the-sd-7fs-came-into-being-in-detail/ I have seen at least 1 other reference (need to find it) that I recall saying the Folwer standard tenders on the 2nd batch 7F lacked the pickup scoop, the "journal" and handle to operate the scoop (which is typically opposite the handbrake handle) and possibly(?) the dome.

...picking up this old thread -- are we agreed that the 3F Jinties delivered from Bagnalls in late 1928/1929 were unlined Prussian Blue? Essery & Jenkinson seem to think so in LMS Loco Profiles on the inherited Midland and SDJR stock.

Photo evidence is here at the Excellent LBSCR.org's Terrier photo section. Look for photos showing the rear toolbox. The other Stroudley and Billinton classes at this site also show the cord either stowed or connected to the first coach. If only we had close-ups.

I am interested in Stroudley and Rusbridge patent electric communications system installed on Terriers and other LBSCR passenger equipment. Apparently, this system was patented in 1875<?> and deployed throughout by 1887. It involved (1) electrically connected handpulls in the passenger compartments of coaches with (2) connections between coaches and to all guards cabs in a rake, with (3) the ultimate connection from the first cach in a rake to the locomotive. On the locomotive there was a cord connected to the rear "toolbox" on the tender or behind the bunker on a tank. This cord connected to a cord extending from the first coach in the rake. When not connected, the end of the locomotive's cord was attached to some form of connector opposite the primary connection to the toolbox. If you look at the rear of tooboxes on LBSCR locos so equipped, you will see a line (the cord) either very taut and practicvally straight across or somewhat loose and dangling. The primary connector could be on the vertical centerline of the toolbox or to the left, with the stowage connection to the right of this. When to the left of centerline, the stowed cord appears to be across the vertical centerline. The "toolbox" evidently carried the batteries to operate the system. In the cab, there was a bell or gauge, I believe on left side interior wall just to the rear of the fireman's side entrance. There was a series of "rings" between guard and footplate to signal whether the train needed to stop or was all clear. This is what I've been able to gleen from a cursory study of available information. I would be most interested in any further details, or corrections to the above, anyone might be able to provide. For example, it would be interesting to know when the system was first deployed (I assume for example that locos, including Terriers, built before 1876 only had the system retro-fitted). Also interesting would be any detailed drawings or close-up photos of the system, particularly of the cord and its attachment to the rear of the loco, the connectors on the loco cord to the passenger stock cords, etc. Asking a lot I realize but perhaps it is out there somewhere.

I am having real difficulty finding any clear photos of the rear of LNWR tender or removed tender number plates that are not restored, even period B&W photos. Can anyone confirm whether LNWR tender number plates were cast iron or brass (or both)? If cast iron as I expect, I assume they were painted black with rims and characters picked out in white. Thoughts.

Yes, that's what it looks like. Too bad Hornby did not do a 1st/2nd but the 1st is closest.

Apologies if this has already been asked but a search did not find it: if one has space for only 3 of the 4-wheel Hornby coaches behind a Stroudely-era LBSCR Terrier, what would be the most appropriate -- 2 3rd Class and a 3rd Class/Brake, or 1 1st Class, 1 3rd Class and 1 3rd Class/Brake? Cheers.

So, 4 years on and still no Bachmann 64XX with shirtbutton logo. Also would be nice, cab rear change or no, to have 74XX in GWR and BR early as built. Would be nice to have in RTR. And shirtbutton (with topfeed) is a simple livery change so why not Bachmann to freshen the product and provide options?