ROY@34F

Thanks Tony , I must admit I think you are right to doubt where 60533 is in the photo . I don't think it is Grantham now , indeed I'm sure it isn't as I can't explain the construction and chairs in the foreground . So I apologise for that and I don't like to think I've misled you or anyone else . Regards , Roy .

It could be I suppose Tony . Both engines look to be on "london road" at Grantham don't they and facing south . Which of course is where prepared engines were placed . But the way I can now se quite a few things wrong with the two A3s of mine recently posted . 60046 looks like the cab side numbers are too low , and the valve gear is not good , mainly the radius rod is far too low down the radius link into full forward gear . And as I said the dome is too high . It must have been built about 40 years ago though . 60047 also suffers from being too far in gear and it looks like the drivers side eccentric arm leans the wrong way (Hornby engine) . But when moving you can see the front end piston valve linkage moving a mm or so . I like fiddling about with such crazy ideas . Regards , Roy .

Tony , Yes of course you are correct . That is a modified Hornby A3 (60047) and 60046 is the pro scale A3 ( I think the dome looks too tall by the way ) I remember it on L.B.. Incidentally the photo of it you posted to me that day was quite small and wouldn't enlarge . Don't ask me why , as you say , these computers are a mystery . I don't recall ever seeing a Stanier Five at Grantham . In answer to your question , I hadn't noticed that ! Regarding my 60533 , well I'll live with the tender as it is , but thanks for your info and reply . It still runs fine with it's old triangle chassis . Though as I said with Romford wheels . Regards , Roy .

Sorry folks I even managed to get the wrong photo . This is my pro scale A3 . But I think I have managed to load Happy Knight .

I did the same as you Tony . But I glued mine together , ugh , originally A.H. Peppercorn , but in later years rebuilt and soldered together , repainted and lined with HMRS transfers , proper dome , romfords and comet valve gear . Scratch built multiple valve regulator and re numbered / named 60533 Happy Knight , a grantham engine in my time . I'm not sure whether it's the correct tender , but that doesn't really bother me . I have tried to upload a photo but it doesn't look right to me . It won't enlarge I don't think . It's the reason I rare post any thing , 'cos something always goes wrong ... arrrgh

In my days I always had a bottle of ready mixed lemon squash in my bag . and usually we would mash one or the others tea in the can , and share it .Then later in the day mash the other mashing. You always knew where the opportunity would arise . We used to have a measured amount of tea in a little tin and sugar in another , as some drivers did't have sugar . I had a BR cup and washed it in the bucket filled with the slacker pipe when nearly home , and we could was our hands too with some BR soap ! And as someone else has said , you would know where the pubs were if you knew you would have time to sink a jar or two . I don't remember about salt tablets ...not so mollycoddled as that 60 years ago ! But there would be salt on your home made sandwiches . I remember engines from Newcastle would often have quite a few empty Newcastle Brown bottles in the tender cupboards . Quite honestly I always thought it hotter harder work cleaning fires on the ash pits in the loco , than out on the road where you could get some fresh air on you ...sometimes very fresh ! Regards , Roy

Tony , There weren't any on the A3 tenders . On the A4s (and the A1s I think) , I reckon the tender doors were attached to the side sheets similar to the cab side ones . You also mentioned the rubber sheet between cab and tender on A4s and A1s ? I don't remember seeing any where they had been ripped open with a shovel , but the cab roof vents were handy and often open . This was all a couple of pages ago . I can't keep pace with this popular thread of yours . Regards , Roy .

Tony , I think you're wrong about the cab doors . On your three photos of the A3s , if the doors were open they would be at 90 degrees to the cab sides , and you would not see so much of the firehole door . But they look to be closed to me because when closed on the A3s , they settled in the closed "notch" at an angle a bit outward pointing as opposed to parallel with the cab sides . I think the A4s had a door on the engine and one on the tender which overlapped when closed and held closed by a looped latch over the top , allowing them to slide over one another but stay closed . Regards , Roy .

Yes of course Northmoor , I should have said four foot . Thanks . Roy.

My two penny worth about the photo of Merlin on the "Lizzie" . Looking at the loco exhaust I don't think the loco has stopped / broken down , as suggested , and that isn't a footplate man in the down road 6 foot necessarily , as someone said it's more likely a p/way inspector . And I don't think it out of place in 1960- ish to be walking in the six foot so long as he's facing oncoming traffic . As for the coal , well as TW said I believe , it wasn't unusual to have quite a lot of coal left in the tender on arrival at KX . Remember the non-stop engines were carefully selected , not long out of plant overhaul and tuned up to to be in tiptop condition , and I recall at Top Shed any big lumps of coal ware cracked when coaling up , and on preparation the fire built up well in the back corners and then the tender topped up again before leaving the shed . Regards , Roy .

Yes Clive , I think it was about the end 0f '62 when steam finished . I remember sometimes going to Derby and back with L1s or a B1 (luxury compared to the L1s) , but not one mention of Derby jobs in my 1963 diary (unfortunately the only diary I saved of my Grantham days , to my everlasting regret) Regards, Roy.

Tony , I have found a photo of Gonerby tunnel mouth . It's the east end (Gonerby end) , but it may be very similar to t'other end . What do you think ? Any help to Jessy ? Looks fairly recent with the 30 mph limit for the right turn of the new chord ahead , Hope to load it ! Regards , Roy .

Thanks Tony . It was super to see you and Mo . Pat and I Thanks Tony . It was super to see you and Mo too . Pat and I both enjoyed your visit , and I thoroughly enjoyed our safari . These two photos are brilliant . Pity we couldn't quite conquer the tunnel mouth . I intend to have a walk over there again and may try going a bit further west to see if I can get view of it . I'm useless at photography but if I have any luck I'll be in touch . Regards , Roy .

Thanks for that Derek . I hope you are keeping well . On your list I'm sure 60050 , 60111 , 60102 , 60061 , and maybe 60108 came to Grantham . Am I correct do you think ? I started as a cleaner in August '57 and I remember all of those I'm sure . I also thought 60054 came from the GC. Is that correct do you think Derek ? Regards , Roy .

Yes Tony , I agree it would be sometime in "58 . both 102 and 111 were Grantham engines at that time . You know what the nickname was for 111....Nelson , ( one eye , one arm , and one ar$ 'ole ) . Regards , Roy .

At least you've found the problem with the loco Clem . And no outside valve gear to hinder things . That inside valve gear though is very impressive . I admire your patience and workmanship . Roy .

Hi Lincsmodeller , Your signal box caught my eye , especially the windows . Is it a kit or scratch built ? Nice looking layout and the close coupling is impressive too . Regards , Roy .

Let us know if you have any luck John . I have contacted you before on this subject and would love to have my Walkabout sorted . Regards , Roy.

Thanks Tony . I did message one or two on here whom I knew had used the H&M walkabouts , and I read quite a lot of posts about them on various websites , and the general opinion was the slider control thingy being most likely the trouble with no hope of repair . However I will continue to hope someone may one day offer to have a go at it . Regards , Roy.

Tony, Regarding Halfords (Grantham) , I went about a month ago and providing you know what you want , they will get it for you . They wouldn't let you in but had a table and card scanner in the doorway . They are maybe open anyway now .I got some white primer for a lattice post junction signal I am making up from brass frets . Rather fiddly , takes me ages , especially these days . But as you know , once even separate parts are done , such things are very satisfying . As for lockdown projects , I've had to replace a Portescap in my Proscale A3 with a Hi level gearbox with Mashima motor . also replace one of my trusty H&M Walkabout controllers (which went balmy and would sometimes go to full power out of the blue). So I got a Gaugemaster panel mount with simulation which is very good , but not up to the old Walkabout for the auto acceleration in my opinion . I continue to enjoy reading Wright Writes every day . Takes some time as well sometimes ! We never fail to learn new tricks do we . Regards , Roy.

It wouldn't steam very well would it . Roy.

Good afternoon to Clem . You are quite right , the WDs certainly played a big part on general goods , coal and iron ore . As you know I'm sure , carting iron ore about off the Stainby branch to Highdyke and then on trains to Frodingham , in my day via Seaford and Boston , often as far as Louth or usually before when we swapped over with the empties , formed a large part of the work at Grantham . The work was shared between the Frodingham WDs and our 02 tangos . Again that applies to the few years I was at Grantham . I never saw any other engines than the tangos up the Stainby branch , and I've often said I think I spent more time on on them than any other engine , except of course in my two years on loan to KX Top shed . The tangos were much better riding than the WDs . Well , being a Gresley built engine helps I suppose . Some WDs were better than others of course . You mention tangos not seen west of Cowlick - well I believe at that time , around 1960s , they were all shedded at Retford , Grantham and New England . I've read it somewhere . Regards , Roy .

Some of them were terribly rough Clem . I've been on them on the iron ore trains and some main line goods . I believe they were only lightly and cheaply built to last a few years for the war effort weren't they ? other people on here will know the ins and outs of the engineering of them no doubt . But they certainly felt like they were falling to bits sometimes . Roy .

OK Derek , I will bear it in mind . I know Stuart very well and some of the ladies in the shop .Not sure of the name of the one you refer to , though I know who you mean I think . My wife Pat calls in more than me : well does in normal times ! but not at the moment . We have an arrangement with Stuart , whereby we have paid for our papers for a few months . It sounds like you get up to a bit of mischief in there , you young devil . Take care Derek . Regards , Roy.

Yes I agree with what what you say Tony , I think the Bachman engines are better than the Hornby in recent years . But a coat or two of Johnsons Klear brings the colour a lot better on the Hornby engines . I therefore think both brands are acceptable . It is the olive shades that you refer to that particularly jars with me . The old Humbrol 104 , I think it was , of years ago looked good I thought . That must have been in the 1960s and 70s . I rebuilt a tender front about 20 years ago for a Hornby A3 and trying to find a green that looked right took some time . I settled on a Precision GWR pre , or maybe post , 1928 green , I can't remember off hand , and have used it ever since if I need to . I think the only engine I've actually sprayed green myself is my Proscale A3 I built , gosh it must be 40 years ago or more . Oh I did also spray my A2 , a Wills kit I made when they were first introduced in the 60s . Regards , Roy .