JeremyC

Somewhere I read a claim that the one thing that stopped a genetic collapse in some rural communities was the invention of the bicycle.

I'm a bit puzzled why the LNER not using Belpaire fireboxes is a sign of its financial circumstances. As far as I am aware neither Doncaster or Darlington (which became the two main LNER design offices ) had ever used Belpaire fireboxes, so surely it's more a case of continuing existing practices which had been found to be satisfactory.

This thread remined me of this short film that I found on Youtube:

Thomas Midgley, the chemist who developed Tetraethyl Lead, was the same person who developed Chloroflurocarbons (CFCs). Not a person whose work was good for the environment then!

Pronunciation can be a strange thing. Marine Scotland (who I worked for) have a ship called the Minna. We all pronounced it Min-a with a short 'i' as in bit. All the Rolls Royce techs who came from the Portsmouth area to carry out repairs to the computer control system insisted in calling her the Meena.

This is copied from the report into the into the Castlecary accident of 1937 ( see page 51) (https://www.railwaysarchive.co.uk/documents/MoT_Castlecary1937.pdf) "Marshalling.-As stated above, it seems likely that five passengers were killed in the Edinburgh train because the leading brake compartment (third coach) was not marshalled next the engine, two passenger-carrying vehicles having intervened. An Instruction on this subject was issued in the Southern Scottish Area on 28th May, 1923, which read as follows:- (d) Brake Compartments next Engines.-All Passenger Trains which are provided with two Brake Vans or Brake Third Class Coaches should, when practicable, have one of these vehicles marshalled next the Engine. When, however, passenger carrying coaches are placed next the Engine, it will not be necessary to lock up two empty compartments of the leading vehicle. The previous practice of locking up compartments next the engine was dis- continued by the Companies, owing to the inconvenience in working and to the impracticability of carrying out the instruction in the case of corridor stock. The present Instruction, which appears to be generally applicable, is contained on page 66 of the Southern Scottish Area Appendix dated 1st March, 1937, and reads as follows : - (g~) Brake Compartments next Engines.-All passenger trains should, when practicable, have a brake compartment next the engine. I was informed by the Company's Superintendent that this Instruction has been regarded as only imposing an obligation to marshal passenger-carrying vehicles inside the brake van when this could be done without inconvenience to the working or without causing delays, and the matter was referred to in my Report upon the accident at Shrivenham in 1936. With regard, however, to the marshalling of the Edinburgh express in future, the Superintendent has now arranged to roster one of the vehicles in question as part of the train set, thus allocating it permanently within the front brake van. He has also undertaken to marshal the second vehicle within the brake van under normal conditions; I understand that this arrangement will be prevented only when traffic conditions are exceptional. The attachment of the latter vehicle has to be effected at Edinburgh before the train departs, as it is only required for service between Edinburgh and Glasgow. I recommend that further consideration be given to this matter by the Companies generally, with a view, where necessary, to influencing the traffic Staff towards the attachment of all additional vehicles within a brake van, rather than to permit inconvenience to be urged as a reason for not applying this precaution in the marshalling of passenger trains."

IIRC in his book 'Calling Carlisle Control' Peter Brock said that at Carlisle the stoker fitted 9fs were taken over to Canal shed for coaling because the size of coal supplied there was more suitable for them.

Another user of a piece of brass bar run down the line of the teeth. Something I was taught many years ago was to keep a separate set of files for brass, once a file has been used on steel it won't cut brass properly.

There's nothing intrinsically wrong with relying on a push fit, however a push fit into a blind hole raises the possibility of a compressed air pocket behind the axle trying to push the axle back out. I would suggest drilling a small vent hole through the wheel centre (where it would look like the axle centres on the prototype) to release any trapped air.

Neatest RND I sailed with was a little 5RND68 powering a SD14 general cargo ship.

Kytes lights https://www.kyteslights.com/index.php?cPath=24

On ships the term 'Bull Wheel' was often used to describe the largest driven gear wheel in a gearbox.

Today, 'Prince of Wales' lying off Rosyth in the Forth

Eileen's Emporium list valve gear rivets in 3 sizes ( stocked as 2 sizes for 4mm scale , 1 for 7mm Scale) (Note: search for rivet not rivets)

Re-following the thread, I'd agree. Jeremy

Braefoot Bay (the LPG terminal) is about 4.5Km (3 miles) away from Hound Point, which is an oil terminal.

The liner 'Emerald Princess' and the tanker 'Eagle Barcelona' at Hound Point on the Forth this morning.

How about a folding car?

I can remember taking that amount of HFO plus 600 or 700 cubes of Marine Diesel, though that was in the day when the gensets used MDO and you also changed the main engine over to MDO before manoeuvring.

It appears I got the wrong reference ☹️ In December 1642 Dutch navigator Abel Janszoon Tasman was the first European to sight New Zealand’s South Island, and Dutch cartographers named the territory after the Dutch maritime province of Zeeland. (https://www.britannica.com/story/where-is-old-zealand)

Presumably 'old' Zealand would be Zealand, the large island that’s part of Denmark and home to the capital, Copenhagen,

It's possible that one factor that's driving that negativity is that both these carriers have suffered early prop shaft problems. In my 44 years as a MN engineer I was never on a ship that had problems with the shafts, couplings etc. Problems with the seals (usually caused by fishing nets/ line) were a different story!

Has this not led to some aircraft accidents? The plane has been on auto pilot, but when an emergency occurs the pilots have lost situational awareness of what was actually happening. I totally agree that people need to be trained and practiced on how to do things without the automation. On my last ship one example was the transfer from main generators to the harbour generator. There were peculiarities in the way it was done manually so it was essential that the engineers knew how it worked. One problem IMHO with alarm systems is that in a major incident there are multiple alarms and it is very easy to become fixated on shutting the alarm system up rather than dealing with the emergency.

When my club build its 0:16.5 layout many years ago we originally used the narrow bar Airfix couplings. Later on when the availability of these became a problem most people switched to standard narrow bar couplings from Bachman etc. The height of the couplings was lower than standard because it was decided by the maximum height that would go under the lowest vehicle, in our case that was a Wrightlines Talyllyn slate wagon.