MR Chuffer

I read somewhere (here?) that the goods train guard is overall responsible for the train to include the loco, so if a goods train arrives at end of an outward journey, does the guard with the same guards van have to do the return journey with the same engine, or is another guard and/or guards van an option? I ask because I've found it convenient at the start of a running session to have all my goods trains marshalled and ready to go in the fiddle yard, and some of the return workings set aside in the destination goods yard ready for the return journey. Its easier and quicker for them to be parked up with a guards van already attached than to remove the one from the incoming train and manoeuvre it to the back of the return train. (MR in my case, and not to mention turning it to face the right way, if that ever happened...) Just curious. Thanks for any insights. And one completely off the wall, what did guards do on long journeys on slow moving freight trains for WC facilities...? Thinking Toton to London at 20 mph, if that.

For reference, it is spelt Loughborough.. Went to school there.

Shortly after RM Deeley took over, a short lived experiment with some Kirtley 0-6-0s having a "non-standard" crimson lake and some finished in an unlined brown livery, of which there is a colour swatch in the back of George Dow's Midland Style, but no numbers.

Look forward to getting my hands on a clutch of MR 6-wheelers later in the year, then.

... And @Edwardian, are we in danger of moving out of thread scope here? These are generic, they enable new modellers like me to jump start their coaching stock, I have a cupboard full of Ratio and LRM carriage kits to build and a MR Class 1532 1P to run them with - and I can't wait. So Hattons provides a compromise - amongst many I have on my layout (due to my advancing years) - so I can start passenger services later this year. They are ideally suited to modellers like me who will never be sharing my miniature world with anyone other than mildly interested non-railway visitors. The detail Stephen has provided on Hattons/MR comparisons herein has enabled me, and probably many others, to adjust my expectations and make compromises I am happy with. And thanks to all others that also contribute, the range is generic but as is evident, with scope to increase fidelity. 106 thread pages and still the legs for more...

All this adapting and bodgery of generic models got me thinking, how's the Genesis MR 6 Wheel Third looking to be adapted to a MR Diagram 504 Third Brake? It would look more like the original and easier to blank out windows and colour match than hack the duckets off the Brake Third which, in any case, doesn't have as relevant compartment spacing, especially round the guard's area. And on the original MR D.504, were there 3 or 4 third compartments as I've seen where "models" showing both arrangements with the 4th third as the guards compartment, as is.

Although not directly related to the 2 geographies you're focussing on, an image search on Smith Forrest wagons brings up an interesting selection of mainly rectanks, tar and otherwise, for this Manchester, Holt-based company.

As ever, the whole 9 yards, my knowledge massively increased, much appreciation for the trouble you have taken. You confirm some of my initial observations which is why I put the post up, the guards duckets are wrong but I have some Wizard MR ones left over to play with. And its useful to know the arc roofed 6w brake is a non starter for me anyway, I have a 4w brake etched kit I'll stick with. I'm in no hurry as I already have a Wizard D.490 43′ Bogie Third and a PC Models Etched MR 6 wheel Arc roofed Lugg Compo to build so I can be judicious in picking the closest Hattons models for a branch stopping local, and I've seen photos of some pretty mixed profile MR branch locals pre-WW1. Right, glass of beer to hand now whilst I settle down to analyse and pick the bones out of the rest of your post, cheers.

For reference, its currently 19% in Germany, with a reduced rate of 7% for some items - but not model railways!

Just reviewing the MR options, cross referencing Jenkinson and Campling Historic Carriage Drawings, I'm prepared to compromise on and purchase the 6 wheel 3rd, B/3rd and composite (as long buffered) to bulk out my fleet, but can anyone give a perspective on the 4 wheel versions? How do they relate to actual MR versions, when were they built and last to? IS there any easy to access source I can cross check? I think the 6 wheel all brake in all its "generic-ness" is too way off for me but, as concept, the Genesis initiative is to be welcomed.

Mine struggles at slow speed over a complex station throat with slips and 3-ways but also a mix of whitemetal David Geen L&Y long wheebase and old Wills kits so carrying some extra weight? Its fine on the open road and there is no power loss over the turnout frogs/blades, a bonus. But, New Year's project, get some carriages built so it can do its proper job!

Correct, Ripley Nos 1 & 2 recorded in 1896 as household and manufacturing coal, 248 employees below ground, 51, surface, amongst many others Butterley owned in the area.

I have no carriages to run with it yet, awaiting construction, so its been "relegated" to goods services, because its so pretty to look at. But on flat, code 75 track, especially going through a cluster of points at the entry to the goods yard, it struggles with 12-15 plastic and white metal wagons. My two 0-6-0T 1Fs have no problem, but I suppose that's the way it was way back then, so will try the traction tyres as it will be expected to pull 4 48' carriages with a 4w luggage van and the occasional fitted goods van.

Agree, just completed the MR D.370 Meat Van, its sits square on all 4 wheels without the springing, but Romford wheels and top hat bearings are not entirely free running, might have been even tighter with the springing arrangements?

I also find a Peco SL-43 Loco Lift and Storage Unit very useful for turning locos round on my traverser provided you have left enough space between your traverse tracks, which you need anyway if you want to be able to hand lift and rearrange your stock.

Agree, that's why I stated DC at the end as an afterthought.

I use a fly lead from the main controller to a small on-off switch block on the side of the traverser that's long enough so that it doesn't get stretched whatever position the traverser is in. And I have partitioned off the end of each traverser line with an on-off switch so a train can come in, the loco isolated and another loco pull the train out again. And each siding off the end of the traverser has its own on-off switch too, so you can have one loco per traverser lane and one loco in each off-traverser siding - talking DC here.

I was thinking of one of the D384 batch for the reasons you state, as odd as they look with one door only - a shunter's nightmare!

Resurrecting this, about steam heating, I haven't got Summerson so can someone provide a precis of what it says. In essence, does it provide a list of numbers and their steam heat conversion dates (from when until when - in which case I'll take pot luck on a number), or was the class done in substantial blocks with the odd outlier (again, from when until when)? TIA

Thanks so much for this, the grey paint job on my L&Y van is pretty good by my standards and I was hoping not to have to repaint. And the Midland ones look a relatively easy scratchbuild job given their flatish sides.

There was a single road shed there until 1912 when it was demolished to make way for more coal sidings, so after my period. And it was a sub-shed to Skipton, according to Vol 2 of LMS Engine Sheds. There was also a 2 road shed stabling 4 engines 6 miles away at Colne as well under Skipton and at the end on junction with the L&YR who had their own shed.

I resurrected a 40 year old built whitemetal kit the other day, an LNWR gunpowder van based on the GWR Iron Mink of the time, as so many were (RCH "standard"). It was painted red which I presume the original kit instructions said. After a "Dettol" strip down and modification of the brake gear to Moreton, its turned up nice as an L&YR Dia.60 version. Looking at the photo in Lancashire and Yorkshire Railway Wagon Diagrams by Neil Coates, I went ahead and painted it L&Y darkish grey. And planning to scratch build a Dia.384 or 385 Midland version (their own design), they look to me to be MR light grey (p155/156 - Essery Vol. 1). Then last night, just looking at a link I had saved a while ago off the IGG website, it states that for the L&Y version, "Gunpowder vans were buffer-beam red with white lettering and the cast notice plate required by the RCH rules on the door was also painted white..". Presumably this was the 1907 set, or a specific one drafted just for gunpowder vans? As I said, we're talking pre-WW1/Pre-grouping here, any insights as to body colours?

Received one of my red 0-4-4Ts and it has optional steam heating pipes. Referencing Barnoldswick on Disused Stations, it says "On November 16th, 1922, after numerous complaints from passengers, steam heating equipment was fitted to 2 locomotives and 9 carriages allocated to the branch.." (I believe these were more likely 0-6-0T 1Fs and/or 0-6-0s judging by photos) It goes on to say that this was 20 years after the Midland fitted steam heating to its mainline coaches. So are there any views on steam heating pipes for 0-4-4T local services 1907-1911 - yes/no/some of them?

Me? Not anymore, just cycle and walking the dog in open countryside, everything comes by courier and less chance of meeting idiots (in queues outside Primark, for instance).

I have a friend who drives Royal Mail parcel lorries out of their main Northwest depot, it's rammed, overrun, they're using contract drivers and everything but the parcels still keep coming. He couldn't even park his car before his shift as they have so many extra staff. When you think about it, when did you last see a high street thronged with Christmas shoppers day after day, 2019? It's all coming through the post, and the Royal Mail is bearing the brunt of it.