PhilJ W

The narrow gauge was cable operated so this would probably have also been electrically powered. In the claypits themselves it was quite possible for the draglines used for extracting the clay to be electrically powered also, it would be far easier to lay a cable than to deliver coal or oil to the pit. The kilns would have been coal fired, as evidenced by the tall chimneys that once abounded in the area. IIRC the waste heat from the kilns in some brickworks was used to generate electricity.

The EE locomotive was a standard product, it was also made as a battery electric. There was an article last year in 'Railway Bylines' featuring these locomotives. The main difference was the method of power collection from the OHL.

Are you sure it wasn't a booster? Gresley experimented with these on some GN Atlantics. Basically the pony truck was replaced with a powered four wheeled bogie articulated with the tender effectively making it a 4-4-4-0.

After looking at your avatar Chris perhaps you could do with one of these >> http://www.youtube.c...h?v=4LvwYUnSoQo

I heard that 70012 will be returned 'as is' to the USA. The reason being it had not cleared customs at the time of the accident and it would be easier than filling out reams of paperwork!

All I get when I click on the link is the Corel photo album advert. Last time I opened one of those I ended up with a virus.

The sign-writing looks as if it is the AA rather than BR.

What made it worse was that both coaches had been restored. There were two Wisbeach & Upwell bogie coaches IIRC the 'Titfield' coach was not the one restored and subsequently destroyed but was disposed of after film making. It was grounded and subsequently rediscovered and is now operated on the North Norfolk Railway. ADDENDUM: I have found the relevant details, The Titfield coach was W&U # 7, this is the coach now preserved on the NNR. The coach that was destroyed was # 8.

I take it you mean the ex Upwell coach? The story is that the coach having been restored together with a restored LT&S coach were left in a siding with notices saying that they were earmarked for preservation. But the notices were only placed on one side of the coaches. Whoever sent them for scrap only saw them from the other side and did not read the notices. Well thats the official story anyway.

The only problem I can see is that each vehicle will need a dedicated operator. Also unlike a train where the operator can sometimes leave to run unattended as when on a continuous circuit it will require a lot more concentration. Stopping to talk to Joe Public could have disastrous consequences.

They would probably have been painted red. GLA 169 would probably be painted red from the very beginning considering its probable history. Only those machines ordered directly by the NFS were painted grey and most other vehicles that they took over retained their original colours. However most NFS vehicles were repainted red soon after the cessation of hostilities.

IIRC the NFS came into being late 1940/early 1941. It is most likely that it was 'issued' to the GWR by the NFS but operated by GWR staff as and when required. At the end of the war it probably came in to GWR ownership as the NFS was closed down. Another point of interest is that it is a standard machine, most of the GLA registrations were issued to Auxiliary Towing Vehicles which suggests that the vehicle in question was on order for a fire brigade and was taken over by the NFS.

The GLA registrations were issued in mid 1941, and was one of a series issued to the NFS.

Many industrial premises had there own fire engines especially of course where there was hazardous processes and materials. It was often the case were the site was only accessible by the smallest and most maneuverable of vehicles. There are several such vehicles in preservation today based on small cars (Standard 9, Morris Minor.) I recall one even based on a Reliant 3 wheel van. The Scammel was a wartime development when there was a greater need for such appliances.

This is actually ex GPO. The cranes were 'second hand' and were originally fitted to ex-army Morris-Commercial 4X4 chassis. About 1968/69 I worked for the GPO maintaining vehicle records and one of my first tasks was dealing with the paperwork for the disposal of one of the old cranes and its replacement. As I recall because of the nature of the work performed by these vehicles mileage was not recorded but their use was measured in engine hours. Their main duty was loading and unloading cable drums and they very rarely ventured outside of the depot.

When I clicked on these it came up with pictures of buses?

There is another BR crew truck in the 'after' photo. Though it is not possible to see the cab going by the size of the wheels and the 'Ergo' cabbed truck parked alongside it is probably a Bedford TK.

As they had chain drive it was a relatively simple to remove the chains and haul it as a 'wagon' in a goods train.

Yes it does look like an Ergo cab on the BRS unit. The unit looks like it has 3 axles, unusual in 1970. The other car is a Hillman Avenger and the van is a parcel van bodied Mk.1 Transit.

Bedford started using the cab in 1939 and stopped using it in 1953. As stated above the Scarab commenced production in 1948 and continued until 1965. Bedford also used the cab on the lighter 'K' and 'M' models, this version of the cab is more likely the one used by Scammel as the front wheel arches did not intrude into the doors.

Thanks Arran.

I have a Knackered Hornby 142. Will it be possible to fit the Hornby bodies on the new chassis and will the chassis be available as a separate item?

I have a Knackered Hornby 142. Will it be possible to fit the Hornby bodies on the new chassis and will the chassis be available as a separate item?

Scammell used the Bedford cab pressings from 1948. IIRC the story is that when the Bedford designers got together with the Scammel designers circa 1946 to discuss equipping the Bedford tractor units with the Scammel coupling it was mentioned that Scammel required a cab for their new models. Bedford offered the 'O' series cab to Scammel and the rest is history.