Mol_PMB

This link for the very similar 195s may be useful. It contains some outline drawings and gives bogie wheelbase as 2.25m https://www.google.com/url?sa=t&rct=j&q=&esrc=s&source=web&cd=&ved=2ahUKEwj4m6relPGFAxXcZkEAHcKQCKwQFnoECEcQAQ&url=https%3A%2F%2Fcdn.prgloo.com%2Fmedia%2Fdownload%2F10c154dc2f474e71b25d0844cc7b56c5&usg=AOvVaw0bsXkgDa2eFlrkZsC9g0be&opi=89978449 Despite having done a lot of work on the yaw damper bracket issues on these in a previous job, I'm afraid I no longer have access to the technical data and I can't remember the wheel diameter range.

I was very pleased to see this prickly character snuffling around my garden this morning, gathering nesting material:

The MSC had three classes of small 0-6-0 side tank. 13 to 22 were built by Hunslet; represented by 16 and 22 in the photos in my previous post. 23 to 51 (excluding 25, 26, 34i, 36) were built by Hudswell Clarke to a very similar specification to the Hunslets, but with a rather cleaner appearance (e.g. no raised rivets); represented by 35 in the photos in my previous post. 52 to 71, 76 and 79 were more Hudswell Clarkes, almost identical mechanically but with longer tanks; represented by 68 in the photos in my previous post. Very similar locos were also built for other industrial users, although the MSC had the majority. One Hunslet and four Hudswell Clarkes (two of each type) survive in preservation. The gaps in the number sequence were other loco types including various saddle tanks, and the much larger Kitson side tanks. Rapido Andy has a soft spot for the Hudswell Clarkes. But don't go twisting his arm just yet - he's on holiday! Mol

A few 1960s MSC photos I've recently acquired as original negatives on ebay: I'd still love to build a model of that Dock Labour Coach but it's difficult in every way! Mol

As a postscript to my previous post, here's another old postcard of Broc-Fabrique that I've recently acquired. The card was posted in 1927 so the image probably dates from the 1920s. There are many large logs visible in the foreground, waiting to be loaded onto wagons. Some of the older photos of GFM trains show large logs like these carried longitudinally on the bogie flat wagons - they would certainly be a lot easier to model but in my early 1980s period the log traffic all seems to have been in 1m lengths! Here's another view of the log wagon I photosgraphed in 2012, ready to be transferred from metre gauge to standard gauge at Bulle. The other wagons behind have come from the chocolate factory, including a sugar hopper:

Having done some pruning and tidying in the garden, I'm on a slight diversion to make some log loads for wagons. The GFM carried a significant local traffic in logs for firewood, including on the Broc Branch, where logs were loaded at Les Marches, Broc-Village and Broc-Fabrique. This 1943 Swisstopo aerial view shows logs being loaded at Broc-Village, with bogie flat wagons and high-sided 4-wheel opens in use: The logs were cut into 1 metre lengths and stacked transversely in two rows, with a small gap in between, as can be seen on the left-hand bogie wagon (the other one is still empty). This image from polier.ch shows the loading method more clearly, albeit on an MOB flat wagon: Here's a GFM example in colour from the 1970s, but not quite so clear: What this means is that I need a LOT of 22.2mm lengths of wood in a fairly random selection of diameters. I've found whilst cutting back some tree heathers in my garden that they provide a very good raw material for these logs, and just need cutting to length, which I do by hand with a piercing saw. It's one of those jobs you have to be in the right mood for! Anyway, here's the result of about an hour's work and I can see it's going to take a few more hours to load my bogie flat! Why is that standard gauge open lurking the background of the photo? Well, they were used to carry logs too. Here's a 1981 Swisstopo aerial view again showing logs being loaded at Broc-Village, but this time the wagon is a standard-gauge 4-wheel open on one of the longer transporter wagons. The logs are being stacked in the same way, two rows with a gap in the middle, and they've filled one end but not completed the other end yet: Although the standard gauge wagon is about the same volume as the narrow-gauge one, I can probably get away with just a couple of layers of logs on top of a plain wood former, so it may be slightly quicker to make a load for it. Timber traffic on the GFM survived into the TPF era, in the form of larger logs from Montbovon to Bulle. Here are a couple of photos I took in 2012 when I was lucky enough to catch what was by then a very rare move: Typing this has given my fingers a break from sawing, so I'd better get back to it!

A very quick google found this, which indicates that a 28xx had a major overhaul roughly every 3 years: https://www.2874trust.org/boiler-history.html Agreed, a 517 would probably have done lower mileage than a 28xx and the overhaul interval could have been a bit longer. Considering also wartime shortages of labour and materials, the interval could have been extended further, maybe 5 years. Assuming that the paintwork on a small tank engine might not have been entirely renewed at every overhaul, then a paint job might have lasted 10 years but probably not longer than that. Modern paints are probably superior to what was used back then. Earlier this week I saw 66003 which was one of the first 66s delivered in 1998 (26 years ago) and still looks fairly smart in its original paint job. The FR's 1992 new-build 'David Lloyd George' has been in traffic fairly continuously for 32 years, during which it has had 3 major overhauls but only one repaint.

Perhaps playing Devil's advocate, there is also the question as to whether the GW contined to repaint 517s AT ALL at major overhauls during the Great War. Depending on the scope of work needed, it is perfectly possible to carry out a major overhaul and keep the paintwork in a satisfactory condition such that a few touch-ups and a revarnish is all that is needed. Especially in times of shortage of staff and materials, this may well have occurred in some cases. This could be a reason for the survival of older liveries into the post-war period.

Don't worry, I enjoy your regular coverage of "my" eponymous fleet. Living in Manchester I rarely get the chance to see a MOL vessel although one of the tankers 'Mayaro' came to Eastham QE2 last year (Eastham QE2 is theoretically in the Port of Manchester despite being 36 miles away!) Even MOL containers are getting very scarce these days. I wish ONE would bring back the Alligator, even if it had to be pink! Cheers, Mol

The clue is in the signals. There's no down direction starter on the up line, so all through down trains would go on the down line.

I don't think the loco exchange trials would meet your requirements. In 1925 there were A1s (pre-rebuild to A3s) tested on GWR routes. In 1948 (closer to your timeline) there were A4s tested on the GWR (and some other LNER classes, but not A3s) Some info here: https://www.nrmfriends.org.uk/post/locomotive-exchanges-through-the-steam-years-swapping-and-learning-the-lessons https://www.facebook.com/DidcotRailwayCentre/posts/95-years-ago-today-2-may-1925-was-the-last-day-of-the-1925-locomotive-exchanges-/3570758922950970/ https://en.wikipedia.org/wiki/1948_Locomotive_Exchange_Trials Were there ever through trains to the GWR with LNER pacific motive power? Possibly. In the opposite direction Halls, Granges and Castles made it into LNER territory occasionally, usually leaving a trail of dislodged platform coping stones owing to the width over their cylinders. https://m.facebook.com/DidcotRailwayCentre/photos/a.210517012308528/942553452438210/?type=3 Of course in later years 4472 was widely travelled in preservation.

B2YP seems to have been the more common blue variant but there were some BFYE, such as this example: Or the second one here, from Murray Lewis: This from Nick Perring archives is perhaps the clearest I found: from Andy Kirkham, another SR electric brake tender which may have no yellow panels at all, though it’s hard to be sure. See also the class 73 photo in my first post.

I'm not sure if this counts as wildlife, but it was certainly getting close: A Pelican in St James's Park, yesterday while on my way home from an IMechE Railway Division seminar. Apparently there have been Pelicans here since 1664 when the first pair were gifted to King Charles. I knew he was getting on a bit but I didn't realise he was that old!

My personal preference is the HMRS transfers, applied after assembly, painting and initial weathering.

Search for brake tender on Flickr and there are plenty of colour photos of all types in a variety of liveries. Some blue examples with different amounts of yellow: From Ernie's railway archive: From George Woods: From Antony Guppy: Two from Hugh Searle: From Roger Goodrum: On shades of blue, there was of course Electric Blue, but not on brake tenders. From Mr Ratty:

OMG is the exclamation when you see the price... https://www.ellisclarktrains.co.uk/collections/1-45-om/products/ferro-suisse-0m-ge-6-6-rhb-402 (Yes, I do model in Om, and no, I can't afford that Krokodil!)

That sounds like a great idea in principle. Are there small probes that can work without couplant though? Couplant would soon become a sticky mess all over the track and wheels!

The journey times on the Cambrian these days, and the very late arrival of the evening train, have sometimes made me wish for a sleeper train on the route. And here is one (Pic from the KDH archive on Flickr): Note also the leading sleeper composite in blue/grey with upper-case lettering: a transitional livery style. The photo was taken in 1967. The Maenofferen wharf still has slates stacked on it, and the standard-gauge sidings in Minffordd Yard look in good nick. Edit: The leading sleeper car has been puzzling me, so I had a look at Parkin. It's definitely a composite with a 240x number (possibly 2400 or 2409). But the composite diagram shows 5 first and 6 second class compartments, whereas the extent of the yellow stripe on this vehicle suggests 7 first and 4 second. Although partly hidden by the bushes, the nearer maroon sleeping car has a conventional-length yellow stripe. The blue/grey vehicle is also on B4 (possibly B5 - it's hard to see as the railings get in the way) bogies, rather than the as-built Commonwealth. I know many were converted later though. @robertcwp may have the answers? Mol

Thanks! That’s quite a dramatic difference - also at the cantrail.

To my eyes the grey band seems very deep and the blue somehow not deep enough, on this livery. I’m sure there were variations in reality though.

Interesting to see the rescue move as a Class 1 rather than Class 0 (if I’m interpreting the diagram correctly), but I suppose that’s consistent with the traditional ‘train going to clear the line’ being Class 1. Your trainee will have enjoyed the unusual moves I’m sure!

I wonder what was produced at the Albion Works on that map: ‘Cablexe machinery’. Google is unhelpful.

The contrast between the two down fitted freights is remarkable. The 31's train has about 30 near-identical containers on conflats (though I think there are some vans behind them), while the 40's train is much more varied. Both look like heavy trains for the rostered motive power!

The yard just north of Stoke seems to have a changing variety of old and not-so-old rolling stock dumped there, and I think most of it is destined for scrapping or component recovery, but some may just be stored on behalf of its owners. I suspect the steam loco is one of the broad gauge ones imported from Finland a couple of decades ago, but I'm not certain. More modern stock present recently has included several crash-damaged DMU and EMU vehicles. There were also some old tube stock cars and a few industrial diesels. It seems to be a different selection every time.