ROY@34F

2 hours ago, 31A said:

 

I made a new drawbar for mine from some scrap brass, with holes at 22mm centres which seemed about right for my layout.  I scrapped the DCC stuff in the tender which I didn't need (and it seemed to have an intermittent fault somewhere within it anyway!), but retained the tender pickups and 'hard wired' them to the loco.

I did exactly the same  . Just have to work out where the very fine wires go and I used a small 2-pin connector between engine and tender . There's loads of spare length to play with on the wires , but it's dodgy stripping them to solder , being so fine . Has anyone any suggestions of the best way to do this ?

Roy .

1 hour ago, Tony Wright said:

Did you ever fire an A1 on the working, Roy?

 

There's a magnificent picture in Colin Walker's Trails of Steam, Volume 6, Trails Through Grantham of Class A1 60137 REDGAUNLET belting through Grantham on a High Dyke-Aldwarke fully-fitted (and very heavy) ironstone train. Strangely, the loco is Tyneside-based, or even at Tweedmouth! An odd diagram for a loco based far away? 

 

I've seen pictures like this where the caption writer has suggested 'What a come-down for a top-link Pacific'. Hardly; this must have been a very tough job indeed!

 

Regards,

 

Tony. 

 

No I didn't Tony . As say , it was a job in No2 link and not generally for the likes of my seniority . But I did go on it a few times , always an A3 . Indeed , I can't recall seeing an Ai on it , though as you say there is one in Colin Walker's book . But they would be well boss of it I think . As you know with slightly higher boiler pressure , and slightly bigger cylinder diameter I believe : is that correct ? They were certainly a powerful , free steaming engine .

Regards,

Roy.

8 hours ago, Kevin Roche said:

The High Dyke to Aldwarke Class C Iron Ore Train  was another interesting Freight working on The ECML. There was a regular service between High Dyke and Aldwarke for many years, utilising unfitted Iron Ore Tipplers, hauled by O2’s and occasional V2’s. Following a reorganisation in The Eastern Region Divisional Management Structure, a fully fitted C Service was introduced utilising vacuum fitted Iron Ore Tipplers in the distinctive bauxite livery. This Train only ran from March 1962 until March 1963, utilising A3’s from Grantham MPD and A1’s from elsewhere, loaded to about  27 wagons. However it proved difficult to keep the rake of vacuum fitted Tipplers together iin daily service. Apparently it was quite an experience in the early evening  when the train headed North through Grantham at 50mph as the driver got to work with the train.

Yes Kevin , I have fired on both those iron ore workings you mention . The loose coupled train with 02s as far as Doncaster in my time , where we would leave it in the down Decoy yard , and invariably come home light engine .

The fully fitted No1 speed train was Always one our A3s in on the few occasions I went on it . It was a No2 link job so not often for young chaps like me . But I used to swap fireman Jake Garland for his main line jobs sometimes  . Jake was the local poacher and If I was rostered up the Stainby branch dragging iron ore down to Highdyke , he would swap me so he could maybe bag a few pheasants !      Anyway I remember on the Aldwarke job going off the main line at Doncaster and squealing  round a sharp bend seemingly uphill a bit . Quite a drag going slow with 6' 8" A3 wheels . A challenge for the driver to make sure she "keeps her feet" . Also going "under the wires in the Sheffield area , which seemed a bit scary at the time   ( must remember to watch it if you wanted to use a fire iron !) , as we did a circular tour and rejoined the main line with the empties at Retford North . 

Happy days .

Regards , Roy.

Hi Tony.

Being of a certain vintage , I too remember the north devon railway , Peter Denny's Buckingham and all his ingenious meccano and wood jigs , even casting his own engine frames out of lead , and all in EM , which like you , I often wish I had pursued . And of course Frank Dyer . Yes they and many more all inspired us in our younger days . 

   But this thread of yours continues in such a vein encouraging young and old , all of us to carry on , don't give up , keep trying new tricks . I for one have a job to keep up each day , but there is always a lively debate or three going on all the time .

   Long may it continue ,  and a very happy and healthy new year to you Tony and Mo , and indeed everyone on Wright writes .

Regards , Roy .

3 hours ago, Tony Wright said:

Good evening,

 

For copyright reasons I'm reluctant to reveal the photographer's name (though the picture has probably been published before). I can tell you that he's dead, the camera is a Leica and the film is Kodachrome. I don't know if a filter of any kind was used. What's certain is that ROBERT THE DEVIL is beautifully-clean; a not uncommon occurrence at this time (1961), despite some reluctance to accept that elsewhere. 

 

 

 

Regards,

 

Tony. 

Fully agree Tony . Pretty much all Top shed A3s and A4s were kept nice and clean in the late 50s early 60s . Foreman cleaner Dick Ball (I think his name was) and his gang of Polish chaps worked diligently to make sure of that .    I was there .

And Grantham big engines were kept pretty good as well at the time . I was in a cleaning gang of four in late '57 / '58 . So I can vouch for that . That was prior to going up to Top shed for two years on loan , firing .

AND the double chimneyed ,  kylchap blast piped   A3s WERE a match for the 2000 hp. type 4 deisels of the time , as someone said . They weren't likely to keep up with 3000 hp Deltics were they , and especially the HSTs , with 2850 hp. (was it ?)  on each end of 8 coaches  !

I remember well one day working an express from Grantham to KX on a diesel timed diagram with such an A3 , as the diesel steam heating boiler had failed , I believe it was . No problem , a piece of cake , a lovely engine .                                                                                                                                                                  And I certainly cherish the memories .

Regards Roy .

Why has my post posted twice , about 1 hour apart ?

Nice to see you and Mo again at Peterborough Tony , 

The new V2 certainly looks the part. Have they got the boiler/firebox taper right this time ? That's been the worse thing hasn't it ? Re. the two lubricators on the running plate . They do look a bit odd I think . are they the same type . Some were the wakefield type , and some were the silvertown , which was slightly bulkier . That's if my old brain is correct ! I know there are many on here who will know all about such things .

Regarding tender coal loads being discussed . It's well known that Grantham , and Kings Cross top shed overloaded their steeds with coal and at KX getting levelled off in gasworks tunnel where the canal dip in the tunnel  acts as a loading gauge . I very rarely saw tenders almost empty as someone on here suggested was quite common . At least on our GN section of BR at least . The non stop would obviously not have a lot left usually .

A little story ; albeit a rather disturbing one :- one day in my time at top shed , I signed on in the time office and on walking round to the mess room/stores,  you passed some buffer stops and there stood an A4 and it had obviously gone at some pace into he stops and shoved them back about 6 foot . Well it appeared that crew had gone off the shed road and over to the coaling plant to top up before their trip to Newcastle . It also turned out the fireman hadn't quite tilted the chute fully back level after topping up and it was tilted the "wrong way", you might say, such that when they reversed back, the chute dug into  the nut on top of the safety valve , lifting the valve . this of course released about 200  psi of steam into the  streamlined cab. The roof enclosing the valves bodies  of course . The driver and fireman managed to jump off  , but the fireman put his burnt hands in some cash as he fell over , making a painful mess for him . I can't remember about the driver, though I don't think he was quite so bad. But what a horrendous accident . You can't begin to imagine their pain can you . The engine carried on until it hit the stops . Whether it just stayed there slipping like mad until it rain low of steam I don't know . What else could you do . unless you have an asbestos suit  to get up and shut the regulator .

But that tragedy came about in an effort to have maximum coal on board .

Regards , Roy .

p

12 minutes ago, Tony Wright said:

 

It's obviously pleased to see the Flying Scotsman, Andy! Despite the loco's wonky lamps.

 

 

Now with the lamps corrected (though one is still a bit awry), that peg is still well 'off'. 

 

The mechanism for it actually failed this year, and Graham Nicholas kindly replaced it. 

 

 

 

 

Now, I have a question. The vans/wagons in the yard will soon be in the process of being shunted by the pick-up freight loco. If they were left for any length of time (say, overnight on the prototype), might the outer ones be fitted with lamps with red aspects? Just a thought. If so, then I've committed the most-heinous of crimes!

 

Regards,

 

Tony. 

 

 

 

 

With the wagons being in the yard and not on the running lines , I'm sure they don't need lamps Tony .

Regards , Roy.

I got a scrap (buckled) wheel from a local bike shop free . Then use choc block connectors to lengthen and adjust length by using two blocks still joined together , with one spoke in each so as to be able to set length . 

Regards , Roy .

9 minutes ago, CUTLER2579 said:

rOY,

It was for the wedding of F Katharine Lucy Mary Worsley; to Prince Edward,  Duke of Kent  @ York Minster on 8th June 1961.

There is a photograph in" Top Shed" by Peter Townend it could be that 60003 was the reserve engine or transported guests to the wedding.

Regards,Derek.

Thanks for that Derek . I'm sure you're spot on there .

Roy.

4 hours ago, uax6 said:

Wasn't it Top Shed's little icing on the cake to paint the Royal Train loco's cab roof white?

 

Andy G

I seem to remember 60028 WALTER K. WHIGHAM with a white roof at one time , but that's all . There may well have been others of course .

Regards , Roy .

Looks like I'm about 12 hours behind on this fast moving thread . Regarding my reply about the A3 and A4 valve gear . Many more imminent modellers have replied with better solutions , including Michael Edge , whom I mentioned .

On 07/11/2019 at 18:46, t-b-g said:

Apart from the length of lower part of the expansion link, a couple of other areas that let the Hornby valve gear down are the proportions of the crosshead and slidebar.

 

In real life, the slidebar has a fairly thick top plate and two lower bars, The horizontal slot visible on the outside is a lot narrower than the thickness of the metal. The Hornby has a wide slot and two tiny strips of metal.

 

It is hard to tell from a front 3/4 view but I do recall that some RTR locos had a return crank leaning the wrong way too. Forwards on one side and backwards the other when the crankpin is at the bottom.

 

If you want to do a proper job on the valve gear, with forked joints and correct thickness of parts, it is possible but only a handful of people bother. Just look at any well made Finney kit to see what is possible.

I agree with what you are saying Tony . I have fitted a couple of my Hornby A4s with Michael Edge etched radius link and radius rod , set in forward gear and fitted a valve rod to the combination lever through tubing in the cylinder casting and a dummy bit of square material stuck on the front of the rod to represent

 the two to one linkage moving about a now  as it peeps out in front of the valve rod slide block .

As with the Finney gear all the parts can be assembled prototypically , and even be reversible . I'm sure you know all this anyway . but the etched parts from both gents look the part to me , as you'd expect .

I've tried to attach a photo , but I'm not clever enough to reduce the "size"  !  I have done it before , but not now . These computers baffle me sometimes . I'm not alone with that  , I know . 

12 hours ago, Tony Wright said:

Has the A5 just arrived, Clem? 

 

Or has the loco just buffered up to the train? 

 

Either way, where's the lamp(s)?

 

A prototype for everything? 

 

Regards,

 

Tony. 

Hi Tony and Clem,

I too haven't posted on here for ages, but follow this thread as much as I can, though it is sometimes difficult, being so popular that there is often more than one page to digest.

Regarding the photo at Derby Friargate : well I have fired on that job from Grantham, and it brings back cherished memories. I can't believe it's come far like that (no lamp), certainly not all the way from Grantham. Clem seems sure the train has just arrived, and not run round yet. So can It  be the fireman has removed the lamp on arrival and put it on the top bracket t'other end ready for going back? I can't remember what we used to do, but I'm sure no one would mind such goings on, just in station limits. I remember that engine, and '9814 when I started as a cleaner at Grantham, but never fired on them. I went down on loan to KX for two years and, on return the A5s were no more. We usually had L1s on the Derby jobs by then, and bloody rough they were at speed ; felt as though they were shaking themselves to bits, and us with them ! Sometimes we had a B1, which was a treat to work on, especially with only three coaches. We used to turn the engine on a triangle somewhere near Friargate, but exactly where , I can't remember.

Thanks for the photo. Happy days .

Regards, Roy

Thanks for your comments about Roy, Tony.  I fully agree with all you have said, as only you could say it.  A great guy, was Roy.

so sorry to hear this news. I spoke with Roy a number of times over the years. Always had time for you, interesting, inspirational and entertaining to listen to. Undoubtedly one of the finest and most prolific of loco builders.

RIP Roy

Dan Pinnock , D&S Models . Does / did etched valance based on Biggleswade I think , certainly some LNER design . Not sure of dimensions .

Regards, Roy.

Thanks for that Gordon. I was a young spare fireman on loan to Top Shed from Grantham Dec. '58 to Dec.'60. So I worked along this stretch a lot of the time. On the L1s, N2s, B1s . I got to know the road between KX & Wood Green / Bounds Green carriage sidings ; Every signal & sidings.

With the odd main line trip on the "big hitters".....Great days & great memories.  So enjoyed a nice nostalgic trip back in time.

Regards, Roy.

Many thanks Andy . I'm back to normal now.  A happy bunny....thanks .

I would like a copy Tony.

Count me in Tony.

Thanks for all the comments today about the dynamics of trains, both full-sized and model. 

 

Looking at some of that moving footage, I'm rather pleased. Some of my locos appear to run most-realistically! However, none of my tenders bounce and yaw from side to side as much as that Prinny's tender in one shot.

 

What is apparent, is that any bouncing/yawing is exacerbated by a telephoto lens, something I've noticed in my videoing, where I've zoomed in a bit. Happily, carriages are much more stable, though freight stock (four-wheeled) does wibble and wobble - realistic? 

Tony,

Your question ....realistic ?, yes it certainly is, the four wheeled vans especially. At times quite frightening with No.1 speed trains, I remember a Driver slowing down on seeing a van in our train bucking violently  side to side. He called me over to look back from his side of our A3 on a curve just south of Hatfield I think it was. I think it's one of those things that doesn't scale well though. As for engines, well it's well known that certain classes were prone to rough riding. Thomson L1s were terrible at speed, and a badly worn 2-8-0 austerity would get a good wobble on. But even a Gresley pacific, well renowned as a lovely riding engine,  could lurch about through pointwork and crossovers. I remember being flung across the cab of A3 60107 "Royal Lancer" one night going north over the level crossing at Retford, now replaced with an underpass. As you know it was on a slight curve, and the Driver, Ted Harvey, had "let her roll" a bit too fast down Markham bank. We were going far too fast and the engine lurched frighteningly, but  we somehow stayed intact . Many many years later I met old Ted in town , by then retired and he said to me "what's the speed limit through Retford Roy ?  We had a good laugh, as you can imagine.

Regards, Roy.

Hopefully an interesting question for you LNER bods.

 

Does anyone know on those famous eat coast line runs how many gallons to the mile the big locos consumed. It would be really interesting to know what the effective range a full tender of water gave you.

 

edit - found this on Tornado which I assume would be comparable?

I'd say the Tornado calculations are about right . In my days firing we would always top up over water troughs on the main line , even on goods , so long as the tender was scoop fitted . Saved you putting the bag in anyway and climbing about on tenders . You wouldn't risk running out of water . that could mean chucking the fire out . Hard work is that ! So how far we'd got left of water rarely became an issue . Things were done more on experience , certain diagrams / water top ups at certain places .

Of course these days there are no water facilities , so the preservation boys have to apply a bit of clever calculations to avoid trouble .

Regards , Roy .

Along with many others, I too remember the RM articles of many years back, and the inspiration they gave us all. 

One of the greats in modelling

RIP Alan.

Apologies all around then gents. You are all far better informed than me. I knew it had a round dome at some time.

Anyhow thanks for clarifying things. And Gilbetr's Knight is correct for "58, as he probably knew anyway.

Regards to all, Roy.

Gilbert, I just tried to catch up with your thread today, after some time, and I hate to put a spanner in the works, but a few posts back the very fine picture of a Grantham A3 "Knight of thistle"....well I'm sure it had a round dome.  But then, who would know. I'm sure TW would though if he saw it.

Best regards,  Roy.