Paul 34F

It has already dawned on me, there are two distinct paths to follow here, which represent most members of the railway modelling community. This affects how a vehicle should be produced. It is a reflection of the situation with white metal kits 60 odd years ago. So the two choices are, one piece complete body shells or a kit of parts to assemble. Either can be designed to suit RTR chassis or printed chassis can be provided. Whilst a one piece shell is attractive for those who feel they may not be able to assemble a kit, a set of parts maybe more practical to allow for variations within a class of vehicle. The latter would dependent on the quality of the design and the tolerances of the printer used. As Rob has shown, not everything already available is correct. This is a reflection on the Designer and what this person believes is correct. As for the time required to print, it seems slow, but I appreciate, you can go off and do something else. The newest printers have a built in camera, so you can always keep an eye on the process via a smartphone. I have pondered whether you could print off a set of masters to make a mould, or you could just print a mould and cast items from this. The options and possibilities seem endless. I really need to get some equipment and give it a try. Paul

I’m sure George Glover would have known Gresley. Most Locomotive Engineers were members of one Institute or another. Paul

With regard to acquiring the Artwork from Allen. The drawings for the photo tools were in a digital format over 20 years ago. He produced the digital diagrams for the CDRJC Class 5 in 15mm scale from my original hand drawn effort. Paul

I have noticed the GSR Steam Railcar has a lower body profile than the Heljan model. The bottom edge of the bodywork covers the under frame completely, unlike the model of the LNER railcar. Paul

David, Black Lion certainly looks the part. I’m sure one day, you will get her running. Glad to have been of assistance with the drawings. Kind regards Paul

Hello David, All I can suggest is try running the loco without the rods. If it runs free, it’s either the rods or a crankpin that’s out of true. If it still has a binding spot, it may be in the gearbox. Paul

A similar incident happened here in Romania, last summer. Several locomotives were on display at Brasov station for a Rail 150 event. Some bright spark! Decided to light a fire one of the locomotives. The Fire Brigade had to deal with it. The locomotive, which from memory was a 231 class pacific had been out of boiler ticket for several years! Paul p.s. I actually missed the event. I only found out from the news after it happened!!! Publicity outside of the immediate area is never considered to attract people to come and see what’s actually being celebrated.

A very Facing Point Lock, judging by the lever colour. Very nice Paul

Alan, I admire your work on the PP, but I need to point out an error on the tender. The coal raves or guards sit on top of the flare of the tender sides. I noticed Kirley built his tender for his AL class loco, the same way. Is it an error in the instructions? Kind regards Paul

Leslie, I would check the back to back dimension of each pair of wheels. This may be the cause of multiple derailments. Kind regards Paul

Hello Paul, I’m busy as well this week. I’ll sort out sending the details in a PM at the weekend. Kind regards Paul

Hello Paul, @Galteemore mentioned my interest in the GNR carriages. If you want, I can send you a copy of my spreadsheet to cross reference. I haven’t been brave enough to publish it yet! It’s probably rather unwieldy, I suspect? Kind regards Paul

Very nice piece of restoration. Also interesting to see a GNRI A class in as built in the photograph. Not seen that one before Paul

Some really nice images from before the Emergency! Paul

I’ve seen a similar image of PP no. 46 towing the blue tender. Also interesting to see the locomotive is fitted with a shorter chimney than normal. Useful dating material. Paul

David, I believe I have solved the mystery! The carriage sides are for the I13 Tricomposite. They were built in 1929, numbers 269 and 270. However, they were built with Matchboard end panels. I will PM a copy of the Dundalk diagram to you. Kind regards Paul

David, A quick glance suggests a 2nd / 3rd class composite. However, the corridor side doesn’t remind me of a H5 vehicle? I will have to look through my files to see if I can tell you what Worsley has sold you! Kind regards Paul

Hello David, I’ve just gone back to the beginning of this thread to refresh myself on the details. I cannot see any mention of the radius of the pointwork on Northport Quay? Could you let me know, please? Paul

Hello David, I’ve sent you a message with the drawings attached. Let me know, if you have any issues or questions. Paul

David, I will send it through tomorrow. Paul

David, I concur with Leslie. I do have a drawing for the whole coach, if you want a copy? Paul

David, There is a picture of the cab of the LLSR No. 12, the big 4-8-0, on the Irish Railway section of the transportsofdelights.smugmug.com website. It might be of interest. Paul

I’ve spotted something different in each of the two GNRI photos. The M1 van, (looks like 453), at Dungannon has had its lower beading renewed with flat strip instead of half round. To the right of the image of K3, No.12, there is a K15. This is one of the first built, as it has a Truss Rod underframe, instead of the LMS style angle iron framing, which all later builds had. Paul

Looks to be the Class M3, which had 3 sliding doors per side. I cannot recall the number. Paul

Interesting vehicles in the background of this photo, on the right. There is a DNGR Full Brake, a Clerestory, (which may be a composite vehicle), and 6 wheeler complete with Guards Ducket. Looking more closely it could be a W1 Full Brake. Looking to the left, the coach most visible in platform three, has large windows and a high roof line. Paul