Excellent seeing such a long train behind just one locomotive, very atmospheric. Notable that all the wagons were Private Owner Wagons, the GWR didn't tend to provide wagons for coal that wasn't for their own locomotives, wagons had to come from either the colliery or the merchant.
We agree with your comment. - nearly all mineral wagons were privately owned in GW days. The GW did experiment with high capacity steel wagons on a lease basis but few operators took up the offer as it would have meant expensive alterations to loading screens etc. They were known as Pole wagons named after Sir Felix Pole who originated the initiative. Wooden minerals were pooled during the war and never returned to individual ownership after, though owners were compensated at nationalisation.
Good to hear 'G. J. Churchward' referred to as such and not as though he were being sentenced at the Central Criminal Court. ('George Jackson Churchward, I sentence you to......). The other correct way was of course 'Mr. Churchward' .
We are very pleased that you like our modelling. You will really enjoy seeing the complete Diorama and we look forward to welcoming you to Pendon Museum one day very soon.
How many freight vans were there? An how did they stay together, because I think the couplers weren't that strong to carry that many. But smashing video gang!
Many thanks for your question Michael. The long goods currently has 84 wagons and van. The limit was 100 but this was not governed by the power of the engine or the strength of the couplings but by the length of refuge sidings into which the train could be diverted to let faster traffic pass. Couplings did indeed break on occasion particularly if the driver was heavy handed with the regulator causing a snatch. Often drivers would set back to close up all the couplings then set off forwards picking up one wagon at a time. Once each wagon is rolling the stress on the couplings is reduced. We used to demonstrate this when the long goods was displayed on the Dartmoor scene. Since moving upstairs to its proper location this is no longer possible due to the automatic nature of the operating system.
Hello Pradeep. Thank you for watching our video and for sharing your great comments with us. Your compliments will be passed to the museum team. If you would like to see some of our hidden gems, they are available here: pendonmuseum.com/youtube
We are very pleased you enjoyed the Video Victoria, imagine what it must have been like seeing it for real as it travelled across The Vale of White Horse. If you would like to see some of our hidden gems that are not published on UA-cam, just click here: pendonmuseum.com/youtube
We are so pleased that you enjoyed the video this month, do subscribe to see more in the future. You can also see some of our hidden gems by clicking here: pendonmuseum.com/youtube
Thank you for your kind comment Michael, we are really pleased you enjoyed the video. To see some of our hidden gems, just click here: pendonmuseum.com/youtube
As always a beautiful and well documented video. Amazing strong model locomotive. It seems with all the modern tech today's model trains are just made for the show and lack the power and torque this handmade machine has. Thanks for sharing ! Cheers, Filip
Many thanks for your great comments Filip, we are really pleased you enjoyed the video. Don’t forget that you can see some of our hidden gems by clicking this link: pendonmuseum.com/youtube
This locomotive when built was packed full of lead, had a rigid chassis and was powered by a motor in the tinder driving via shafts and universal joints below the footplate. Guy Williams re-built the chassis to many of the locomotives that he built so it may not still have the same arrangement.
Brilliant. I served my apprenticeship at Ebbw Vale 77-81. It's nice to see one of the company's wagons in the train. Amazed that that model could pull so many wagons. I wonder what the drive mechanism inside is?
Hello Dave and thank you for your kind comment. To answer your question, the model has a powerful motor in the tender driving via a shaft into the loco. This means there is plenty of available space in the loco for weight increasing adhesion and pulling power. If you would like to see some of our hidden gems, just click this link: pendonmuseum.com/youtube
Interesting. I didn't know Britain had much anthracite. Several railroads in the northeastern US fired with it in special Wooten fireboxes. It burned much cleaner than bituminous.
As far as I'm aware the only major deposit of Anthracite in Britain is in South West Wales. If you look at the wagons carrying Anthracite they have the name 'Cwmgwrach' on the side, which is a village in Neath Port Talbot county borough, Wales. Like much of western South Wales coalfield, the coal was high quality anthracite. The best coal came from the deepest seam called Big Vein ( also seen on the wagons ). Cefn Coed, about 14 miles from Cwmgwrach, was worked at depths of over 2,500 feet (800m), and was the deepest anthracite mine in the world at that time.
Many thanks for your question. The top speed of such a train would be 30mph absolute maximum on level track with a clear road. Much of the time, the speed would be alot less to cope with gradients and allow sufficient time for braking for adverse signals.
Just an absolutely stunning and detailed layout. I love watching these videos and hope to see it in person soon.
Thank you, we appreciate your great comment and we hope to welcome you in the museum, when you visit.
Great video. Thanks for the education.
Our pleasure!
Fantastic deep scenery that beautifully sets off the trains.
David, many thanks for your great comment. We are really pleased you like the Pendon diorama and our trains.
Excellent seeing such a long train behind just one locomotive, very atmospheric. Notable that all the wagons were Private Owner Wagons, the GWR didn't tend to provide wagons for coal that wasn't for their own locomotives, wagons had to come from either the colliery or the merchant.
We agree with your comment. - nearly all mineral wagons were privately owned in GW days. The GW did experiment with high capacity steel wagons on a lease basis but few operators took up the offer as it would have meant expensive alterations to loading screens etc. They were known as Pole wagons named after Sir Felix Pole who originated the initiative. Wooden minerals were pooled during the war and never returned to individual ownership after, though owners were compensated at nationalisation.
Good to hear 'G. J. Churchward' referred to as such and not as though he were being sentenced at the Central Criminal Court. ('George Jackson Churchward, I sentence you to......). The other correct way was of course 'Mr. Churchward' .
Many thanks for your comment and for watching. You are quite right of course.
❤lovely description..great detail
Many thanks for your very positive comments. We are really pleased you enjoyed this video.
I am amazed with the standard of modelling on this site when I get round to it i would like to visit sometime in the not too distant future
We are very pleased that you like our modelling. You will really enjoy seeing the complete Diorama and we look forward to welcoming you to Pendon Museum one day very soon.
How many freight vans were there? An how did they stay together, because I think the couplers weren't that strong to carry that many. But smashing video gang!
Many thanks for your question Michael. The long goods currently has 84 wagons and van. The limit was 100 but this was not governed by the power of the engine or the strength of the couplings but by the length of refuge sidings into which the train could be diverted to let faster traffic pass.
Couplings did indeed break on occasion particularly if the driver was heavy handed with the regulator causing a snatch. Often drivers would set back to close up all the couplings then set off forwards picking up one wagon at a time. Once each wagon is rolling the stress on the couplings is reduced. We used to demonstrate this when the long goods was displayed on the Dartmoor scene. Since moving upstairs to its proper location this is no longer possible due to the automatic nature of the operating system.
So very nice! Loved the train and scenery. Thanks for the lovely narration too👍
Hello Pradeep. Thank you for watching our video and for sharing your great comments with us. Your compliments will be passed to the museum team.
If you would like to see some of our hidden gems, they are available here: pendonmuseum.com/youtube
Very nice and impressive, especially with the loco pulling so much.
We are very pleased you enjoyed the Video Victoria, imagine what it must have been like seeing it for real as it travelled across The Vale of White Horse.
If you would like to see some of our hidden gems that are not published on UA-cam, just click here: pendonmuseum.com/youtube
Brilliant scale speed, pulled by what must be a quite powerful model loco! Superb scenery to boot! Well done to all involved! Cheers
PENDON,super~ you uploaded superb -farewell! )
We are so pleased that you enjoyed the video this month, do subscribe to see more in the future.
You can also see some of our hidden gems by clicking here: pendonmuseum.com/youtube
Lovely atmospheric!
Thank you for your kind comment Michael, we are really pleased you enjoyed the video. To see some of our hidden gems, just click here:
pendonmuseum.com/youtube
By my maths, the model is older than the prototype ever was.
You are correct it is an aging model and has had a new motor fitted.
As always a beautiful and well documented video. Amazing strong model locomotive. It seems with all the modern tech today's model trains are just made for the show and lack the power and torque this handmade machine has. Thanks for sharing ! Cheers, Filip
Many thanks for your great comments Filip, we are really pleased you enjoyed the video.
Don’t forget that you can see some of our hidden gems by clicking this link: pendonmuseum.com/youtube
This locomotive when built was packed full of lead, had a rigid chassis and was powered by a motor in the tinder driving via shafts and universal joints below the footplate. Guy Williams re-built the chassis to many of the locomotives that he built so it may not still have the same arrangement.
@@532bluepeter1 Thanks for this info !
Brilliant. I served my apprenticeship at Ebbw Vale 77-81. It's nice to see one of the company's wagons in the train. Amazed that that model could pull so many wagons. I wonder what the drive mechanism inside is?
Hello Dave and thank you for your kind comment.
To answer your question, the model has a powerful motor in the tender driving via a shaft into the loco. This means there is plenty of available space in the loco for weight increasing adhesion and pulling power.
If you would like to see some of our hidden gems, just click this link: pendonmuseum.com/youtube
Interesting. I didn't know Britain had much anthracite. Several railroads in the northeastern US fired with it in special Wooten fireboxes. It burned much cleaner than bituminous.
As far as I'm aware the only major deposit of Anthracite in Britain is in South West Wales.
If you look at the wagons carrying Anthracite they have the name 'Cwmgwrach' on the side, which is a village in Neath Port Talbot county borough, Wales.
Like much of western South Wales coalfield, the coal was high quality anthracite. The best coal came from the deepest seam called Big Vein ( also seen on the wagons ).
Cefn Coed, about 14 miles from Cwmgwrach, was worked at depths of over 2,500 feet (800m), and was the deepest anthracite mine in the world at that time.
Many thanks for your reply. We hope you enjoyed the video.
Many thanks for watching and for sharing the information. We hope you are enjoying our videos.
What would have been the top speed of such a train 40-45mph?
Many thanks for your question. The top speed of such a train would be 30mph absolute maximum on level track with a clear road.
Much of the time, the speed would be alot less to cope with gradients and allow sufficient time for braking for adverse signals.
@@PendonMuseumVideos Thank you