Oil-burner

1904 for the first two (69996/7), 1911 for the second batch of six (69998-67000,79598-600). They lasted to between 1951 and 1954 on night turns from Paddington to Bristol, Cardiff and Fishguard. 2 survived withdrawal as stores vans at Swindon until 1966. The later batch were vac fitted with central DC2 ratchet, square shank oval buffers and instanters (though initially 3-link).

A bit late to the party I admit, but I thought the photo below might be of interest as this doesn't seem to have been shewn before: At the top is one side of a deconstructed Blacksmith O7 which fits well with the drawing in the Slinn / Clarke GW Siphons book. The lower is the Keyser version. For what it's worth the DJB Engineering version which came with sides and roof as one pre-formed piece also matches the Blacksmith sides dimensionally.

As I am sure you are aware 4035 was reported as being in 'A' Shop in April 1946 (Railway Observer 207), the previous reporting, as far as I can see, was May 1942 (RO 161) when she was listed as having been painted black. If, as your livery pages state, the safety valve covers were painted black at the time, might one conjecture that it might have been considered expedient in 1946 to repaint the cover rather than strip it? Ken...

At Railex Buxton last year (2022) the representative of Slaters said that the mouldings had all been done, but the new type bogies had not yet been cast. I realise it doesn't seem to be general knowledge that there will be new bogies (could have been a bluff I suppose), but in any event there seems to be issues in the castings supply situation generally so I would assume they are still waiting....

Hi Neal, From the National Archive, Kew under reference RAIL 1190/128, fortunately I asked for a page count before I travelled to look at it. Regarding the photographs and comment re windows and vents, these are all published sources and therefore subject to the usual health warning regarding captions (particularly the Russell examples) and copyright. That said a few examples may be in order: H.11 No 9508 (on the list) appears in Fig 150 of Russell Appendix pt 2, is not captioned, with modern windows, single waist lining and roundel. H.13 No 9533 (on the list) appears in Part 1 of the David Geen series for Modellers Backtrack. It is shown "in late 1930s condition, fitted with six-wheel bogies and new windows." In Part 2 of the same series Mr Geen notes that the Riviera sets (H.35, H.36, and H.37) were "all subject to rebuilding, which mostly amounted to window replacement, this taking place over the period from 1938 to 1943". He also comments that "Most of the Saloons (H.36/37) were refurbished by Hamptons in the post-war period", presumably post this contract cancellation? A photo of the interior of H.36 no 9582 in 1940 with the replacement windows appear in Russell Appx2 fig 304. There is an interesting comparison to be made with Fig 314 of the same volume which shews the reconditioned interior of W9586 in 1951 which, to my mind, confirms that Hampton & Sons were not involved in mods to the structure of the cars. H.47 No 9641 and H.48 No 9639 were (according to the Backtrack articles) the non air conditioned pair which had airstream vents fitted in 1937 and were then flush-glazed later the same year.

I now have the documents from the archive, only a small file of 9 pages including the cover. They cover the proposed 4th Series of modernisations which, in the event, was cancelled post Nationalisation. The first and second pages of interest, dated 13.9.46 and entitled "Reconditioning of Dining Cars" are Hampton & Sons estimate of the cost "to supply, deliver and fix the Cabinet & Joinery Work in the Coaches, as hereafter numerated, based on our specification and schemes submitted for the 3rd Series, finished complete with Floor Coverings & Curtains". These costs vary from £2,650. 9 .0 for the Diagram H.39 to £3,482.19. 4 for the H.13 and total £93,844. 8. 6 for all vehicles. The third and fourth pages, dated 28th and 29th October 1946 are the Acceptance of the Offer by the GWR subject to obtaining the necessary financial sanction from the Ministry of Transport, and the form of undertaking by Hampton & Sons from which can be determined the vehicles in question. These were: H.11 Nos 9507 and 9508, H.13 Nos 9523, 9532 and 9533, H.15 No 9545, H.36 Nos 9582 to 9587, H.37 Nos9588 to 9593, H.39 Nos 9611 to 9620, H.47 No 9641 and H.48 No 9639. The fifth page, dated 14th November 1946 is an internal memo from the office of F.W.Hawksworth confirming that the order (Contract 5331) had been sent to Hampton & Sons on the 12th November. Page six, dated 27th August 1947, is a letter from Keith Grand to Hampton & Sons: "I am advised by the Chief Mechanical Engineer that Dining cars Nos.9612 and 9615 (type H.39) and 9641 (type H.47) which were stabled away from Swindon during the war, have recently been sent into the works for examination and, in view of the comparatively good condition of the interiors, it is felt that the Company would not be justified in stripping them for modernisation by your firm but that such work as is necessary should be carried out at Swindon." This reduced the number to 27. Page seven, dated 28th January 1948, a further letter from Keith Grand to Hampton & Sons, signals the end of the line for the contract. "Referring to our recent discussion regarding the renovation of dining cars when it was tentatively agreed that Hampton & Son should give up the fourth contract for 27 cars subject to our taking over the material, fittings, floor coverings, seats etc. ordered, and now on hand, in connection with the work. I confirm that this arrangement is acceptable so far as we are concerned and shall be glad to have your confirmation in due course". This is agreed by Hampton & Sons on page eight dated 30th January 1948. End of file. Looking at some of the published photographs of the cars listed at or before the date of the contract, the modifications to the windows and ventilators had already been carried out, presumably by Swindon. They are not mentioned in the scope, it would appear from what is in the file that Hampton and Sons contribution was solely the furnishings and that any subsequent modernisation would have been dealt with by British Railways. Original documents and drawings etc. relating to the first three contracts would probably be in GWR documents, I understand much of Hampton & Sons records were destroyed when their Pall Mall premises suffered bomb damage in 1940. I hope this is of interest to some, well at least it answers some of my original questions. Feel free to hit the "yawn" button if so inclined. Ken

Spent an interesting few hours at Crewe on Saturday, an excellent selection of layouts of a superb standard. It may seem an odd comment for a show that some might think of as being about the quality of the rolling stock but we were really impressed by the modelling of the 'non railway' elements. I think I could happily have set a chair at the bufferstop end of Faringdon and enjoyed the view down the length of it for hours. Some useful purchases were made, and it was good to be able to chat to the traders in slightly more relaxed circumstances than the frenzy of the larger shows. Many thanks to the organisers, looking forward to the next one. Ken...

Update: Despite various sources naming the company as Hamptons Limited it was in fact Hampton & Sons Ltd, an old established furnisher and decorator of some repute who would manufacture and supply everything from furnishings for royal palaces, country houses etc down to cups and saucers. Head office in Pall Mall originally, later Kensington, and workshops at Ingate Place, Battersea including the large repository subsequently occupied by Decca Records and now SafeStore. Online sources will tell you they were contracted to work on the fittings for the RMS Queen Mary, RMS Queen Elizabeth and the Royal Yacht Britannia. Details of the contract with the GWR for "modernisation of seventeen restaurant cars and thirteen dining saloons" dated October 1946 are in Kew under reference RAIL 1190/128 which, unless somebody already has the document(s), will be my next port of call in due course. Ken...

I have seen the name many times in connection with the refurbishment of catering vehicles for the GWR but can't seem to find much more about them. Can anyone fill in some of the background please? I was wondering how long they were in business, where they were located, what facilities they had, whether their premises were rail connected or whether they worked within the GWR works or their own facilities... Any information would be gratefully received. Ken...

Currently on eBay in (relatively expensive) sets of 4: https://www.ebay.co.uk/p/1777661602 But if you really need them... Ken (no connection to seller)

If you really want Archers then Dragon-Hobby in the States (via their ebay store) still have stock though looking today it is noticeable that some types are no longer available or "almost gone". Priced at a ca. 30% premium to the label price they are currently around £17.81 per sheet subject to currency fluctuations. The shipping cost of £11.58 plus £1.20 per extra sheet doesn't work out too bad if you are buying a number of sheets. Obviously they don't come next day but in my experience about 2 weeks is the norm.

I went for 2x for my first pair which was a big help, but when my prescription changed after a few years I took the opportunity to go 3x which I find a huge improvement for really small details - but only to be used when sitting at the workbench as it is fairly disorienting trying to walk around with them on! Ken...

For those of us with prescription glasses please be aware that your optician can specify up to (I think) 3x magnification on top of your prescription. I wasn't aware of it until the optician at a local Asda who also happens to be a modeller suggested it on top of my reading glasses spec and it has been a godsend.

Smiths G.W.R Rail built load gauge Ref: WTSF04 is available from Scalelink and is shown on this page of their site. It's about half way down the page. I've not seen one in the flesh but the shape looks about right. No connection etc.... Ken...

First shot: Great Western Wagons Appendix page 30 has a pic of a Mink D on a moving train in 1948, small lettering and, maybe coincidentally, numbered 28909! This shot is also in the wagons Bible, quoted as HMRS 122.38

W9001 or W9002, VIP Saloons built in 1940 to Diagram G62. See "Great Western Coaches Appendix" Volume 2, Figs 122 and 123 for views of the same side of this special duty vehicle. Notes that "the stock had a tare weight of 42 tons and was therefore mounted on heavy duty six wheeled bogies". Possibly withdrawn 12/67, both are preserved. Ken..

Have you seen WM136 Signal Box Ventilators from Phoenix Precision? They look similar. ABS used to do a nice clean set as well but it may be some time yet before they re-surface.

Thanks for that suggestion about the strength of the verticals being sufficient. Having shown the various internal and external pictures to a colleague in the heating and ventilating trade he pointed out that, on the dining cars, 2 of every 3 glazed elements is able to open inwards at the top. This combined with the apparent gap at the bottom of the sloping glazing could, in his opinion, give a ventilation effect when the train was in motion without the need for fans. I shall have to take a trip to the WSR museum and have a look at the sleeping car roof sometime (assuming it has been restored as per original build) but, for now, my curiosity is satisfied.

A technical question rather than a modelling question on this occasion, even though it was prompted by a set of Bettabitz H7 etches recently on eBay. Can anyone please shed any light on the purpose of the additional sloping glazed sides to the clerestory roof of the J5 diner and the H2/H7 diners (there may be more)? For those who haven't spotted them they are visible on the gently rotting H7 Composite diner 9520 at Didcot and the restored J5 Sleeping car 9038. Initially I had assumed that they were constructed instead of the normal vertical glazed panels but interior views show the verticals to still be present. Second thought was that it was for ventilation, however in pictures of the interior of the converted cafe cars 9502 (Harris page 56) and 9516 (Semmens ‘History of the GWR vol 2 The Thirties’ page 72) the internal verticals had by that point been blanked off though the external portions remain. On an allied point, looking at the exterior view of 9502 as a Refreshment Car in Russell Volume 1 page 129 fig.121 is anyone aware if the beading on the coach sides was removed, or maybe plated over, in the conversion process, or is it just a trick of the slight over exposure? Ken...

Does anyone have any spare duckets / lookouts for the GWR long clerestory brake please? Or a link to a source as spare parts? I took one apart to flushglaze it and now can't find them anywhere! Thanks in anticipation, Ken...

You are correct in thinking that the basic body is MAJ, and yes it does seem that some of the overlays shrink over time but, in my experience, not once they have been applied. Maybe a function of different batches of materials used in the manufacturing process as some do and some don't, even within the same type of coach. I had this issue with several MAJ kits a few years back but spotted it prior to fitting the overlays. With care and a degree of gentle heat the new sides can be stretched on application and if you are lucky (and the adhesive still has sufficient grab) they will stay stretched once applied. I have several 70foot MAJ coaches from an early version of a once highly regarded layout which must have been built almost 40 years ago that show no signs of shrinkage. It is also sometimes possible to remove the sides after they have been applied which also stretches them sufficiently, however a) it is time consuming to lift them with out tearing, stretching them unevenly or creasing them and b) you have to work quickly to remove any remnants of adhesive from the clear sides before re applying. It's hit and miss whether there would be sufficient adhesive remaining on the sides to allow them to be re-fixed. Ken...

To rectify the earlier version of this post: Russell's Pictorial Record Part 2 page 92 Fig160 shows bogies similar to the Goddard LP28 beneath the F21 70ft double ended slip but they are not the same (footboard length, longer springs). My apologies. The LP28 picture does however match to ref C489 Clayton 8' Full Step from 247 Developments according to the photo that was previously viewable on their site which covered the range.

The brass sides look to be Comet W42S: Diagram D124 61′ Corridor Brake Third Sides if that helps... Ken...

For wagons (soldered or glued), buildings or anything else that needs three hands to keep it right-angled I use Coffman Combo Right Clamps as suggested by gwrrob and seconded by others in this thread from 2016: As far as I am aware Branchlines are still around, well they were 10 months ago: https://www.rmweb.co.uk/community/index.php?/topic/152490-branchlines-kits/ though whether they still stock them I can not be sure. For less critical applications I find the magnetic corner holders from Proses et al can be useful albeit not as rigid, Ken...

On the Warwickshire Railways website there is mention of a Bertram Mills Circus special which left Devonport (SR) for Truro in June 1939 which contained the above coach. From the Essery and Jenkinson volume I gather this was probably a Pre-Group corridor third but that unfortunately is the extent of my library on things LMS. Could anyone supply any further details such as the origin, diagram, or other pertinent data please? The link for the page on these Circus Specials is here for anyone interested. Thanks in anticipation, Ken...