WillCav

MIB and Coach Bogie, Thanks for all the ideas for using the Siphon H - I've got a few options on what trains to use it in. I just need to swap the bogies to something better first... I'm thinking that American ones look good. Will

Thanks FC. I've done a bit more digging and you are right about aircraft traffic - mentioned in Russell's coach book. It also says about car traffic and notes that there are no chocks for car wheels so not as good as other vehicles. I think I'll mainly use it in my milk train. Thanks again Will

Thanks Fat Controller, I didn't think about car traffic. Some of the other brown vehicles with end doors (python monster etc) were also used for scenery which may be an option. I guess I'll have to find pictures of them in use but they are a bit camera shy! Will

Hi all, I would like to understand better the correct usage of brown vehicles in passenger trains. Late 1940s in particular. Single Siphon G vehicles seem to be quite popular between loco and coaches but Siphon Hs haven't appeared in the books I have researched. Did the Siphon H vehicles not get used in passenger trains? I can't see that the lack of gangway is an issue as the last coach gangway would be locked. Also, why did Siphon Gs have gangways? - not needed for churns. Thanks Will

Hi Cofga, I'm by no means an expert on milk traffic but I have been reading up on the subject. There are a number of threads on RMweb with loads of info - particularly the one called "1940s GWR milk tanks livery help". The dairies that I have read about were run by United Dairies, CWS, Express Dairies etc and they would be expected to be served by the same company's tank. The train with tanks from other diaries could be a mixture of liveries. The different dairies got the right wagons after marshalling in London. The tank wagons could be more mixed up after pooling by the Milk Marketing Board in 1942 - after your timeframe. When in the 30s? You could have only 4 wheel, mix of 4/6 or only 6 wheel depending on your date. There could still be some churn traffic so you could vary the train with some Siphons. Hope this helps Will

The Stationmaster is exactly right for the conditions in which the PRI lights. The Airport Jn installation (on the Down Main just west of Southall) was to prevent Hex trains from running out of wire on the DM (not so much of a risk now) and to prevent diseasels going into Heathrow Tunnels. The NR standard also states that the PRI goes out if the junction signal or any intervening signal reverts to red or when the train goes into the first track section beyond the PRI. This prevents a following train from passing a PRI meant for the train in front. Will

One thing to watch out for is the transition between wooden and concrete sleepers/bearers. The Peco points have 4 timbers before the switch rails start - this looks too close to the pointwork compared to what I have seen on the ground. This is not just at the toe end of pointwork either. For example, if you look for Elkstone Road, London on Google Maps, the pointwork at Westbourne Park can be seen and if you zoom in, you can see the transitions being about half a point length into the plainline. There are also rules about where fishplates (joints) can be compared to the transition - 2 sleepers either side of joint have to be the same material (see the Hither Green accident for reasons why...) Will

Thanks Fat Controller, I've already found Paul's website and it is a mine of information. I can't find any pictures relevant to 1947 there though. Most of those milk tanks are being reused for other liquids by this time. Will

Hi all, I'm modelling OO gauge GWR in 1947. I have a couple of 6 wheel milk tanks with white tanks, blue stripe and white UNITED DAIRIES branding (Lima 305703). Is this livery correct for the era? If not, which livery should it be UD or United Dairies in black? Many Thanks Will

As billboard advertising for tobacco is now illegal, is displaying a scale tobacco billboard at an exhibition illegal too? Maybe it's only illegal for modern image but okay for a steam era layout! WJC

Thanks for all your assistance and information on diagram O36, Wickham Green, hmrspaul & Steamport Southport. I didn't even know that wagon registers are available - I might have to pop to Kew when I'm next in the area. I won't start a DCIII O36 until I've got some evidence that they actually existed! Many thanks Will

Hi all, I have been looking for uses for the 17'6" length 9' wheelbase under-frames of Ratio GWR O29 wagons - I'm using the tops with standard 10' wheelbase under-frames to make later O31 variants. One of my options is the O24/26/36 5-plank open wagon types which all have a wide top plank (029 kit has the wide plank lower down). The O24 types are easy to model as there is a photo in Atkins et al and the only difference for O26 is buffers. O36 however is a bit confusing - It is vacuum braked and has a sheet supporter rail. There were only ten built, all in one lot (lot 976, 110991-111000) but the build dates are 1925-8 and they are a mixture of Morton and DCIII braked. It seems a bit odd to change the design halfway through such a small batch? I can't find any photos of them - does anyone know of any photos of them? Does anyone know which numbers were allocated to which brake types? I would really like to model the DCIII variant but have no diagram to work to - would the brake levers be the same distance from the middle of the wagon as on a 16' long 9' wheelbase wagon or would they be the same distance from the end of the wagon? Many thanks Will

If you want a minimum length train - there used to be a single coach hauled by an 08 between Plymouth and Laira Depot. The (Up) Penzance to Paddington sleeper leaves Penzance late at night and passes through Plymouth at an antisocial hour. FGW used the 08 to haul a single sleeper coach from Laira Depot to Plymouth in the evening, allowing punters to get on the coach and get settled well before the remainder of the train arrives. This coach is then marshalled into the sleeper train when it arrives and it all travels to London. The Down Sleeper did the same in reverse - leaving a coach in Plymouth in the wee small hours. This coach was then taken back to Laira in the morning. I don't think they do this anymore - but it was definitely happening in 2002. Will

More thanks to all the contributers including Blandford1969, Karhedron, £1.38, The Stationmaster, eastglosmog, wagonman, David Bigcheeseplant, kandc_au, Marshall5 and Nearholmer. I now feel I have a reasonable grasp of the operations thanks to all your info and photos. I have now decided to program in at least one visit to the coaling stage during the day (without the autocoach attached). It would make sense to do this when one of the branch goods trains is occupying the single line. This has the added bonus of adding more shunting to mix up the routine a bit. Thanks again for the assistance regards Will

Many thanks clachnaharry, chrisf and The Johnster for your replies and assistance. As my layout is intended to be the junction station, I will detach the autocoach in a carriage siding when going on shed. regards Will

Hi all, I am planning to build a GWR layout with a modest engine shed facility. Having read The E Lyons book on GWR sheds and numerous threads on this forum, I am familiar with the required movements and operations at the end of the day (coal / ash / washout / water / rotate / stable ready for the next day). I am assuming that 14xx would be detached from their autocoaches at the end of the day as I have never seen a photo of an autocoach on shed. My questions are:- 1) Would the bunker on a 14xx have sufficient coal to last the whole day? It looks a bit small to me! 2) If it needs more coal during the day - would the autocoach be taken to the coaling stage or left at the platform? It seems a bit of a faff to detach all the mechanical linkages only to have to re-attach them all a few minutes later. Thanking you in advance WillCav