![]() It was the tree-trimming dilemma all over again – we had enough accessory equipment to do a half-dozen layouts. The most basic layout contained both a town and a rural section. The success of any toy train layout rested not only on the operating equipment but also on the supporting accessories. Extra cars were stored under the platform. A siding provided storage for whichever set was not running at the moment. I owned a steam locomotive, diesel engine and two sets of cars, one passenger and the other, freight. Selecting which trains to run did not present a problem. And an important rite of passage occurred the year my dad allowed me to make the major decisions about the layout. For the month that the trains ran, my father played with them as avidly as I did. It has never been clearly established if toy trains were created for the benefit of fathers or their children.Īt our home, as at many others, my father retained the title of “chief engineer” as long as the putz remained part of our Christmas tradition. Uncle Brownie and my dad competed with each other in acquiring the latest gadget car in a game of “one-upsmanship” from which both Dudley and I benefited. ![]() Cousin Dudley, who lived two doors away, had “O” gauge Lionel equipment that utilized a three-rail track system. My family owned “S” gauge American Flyer equipment, favored by my dad because its tracks contained only two rails. The last frustrating moments occurred when my parents insisted that all the unused Christmas decorations be packed and put back in storage before the boxes in which the trains and accessories were kept could be brought out. There were several choices, each one of which imposed limitations on the final accessory layout. Placing the tree on the platform involved delicate negotiations with my mother, who saw the tree as far more important than the trains scheduled to run beneath it. The decision of what to use seemed to take forever. Co.As in any good Pennsylvania Dutch household, my family owned enough decorations to trim a dozen trees. SR Merchant Navy Class 35006 Peninsular & Oriental S.(see 35027 Port Line) Being restored to mainline standards, based at Southall Scrapped at J Cashmore, Newport 1966īoiler overhauled for eventual use by 35027, awaiting restoration to mainline standards The only member of the class to have script lettering on the nameplate, as used by French Line. Originally built with fabricated wheels that were replaced with conventional cast wheels in 1947 First of the 'Merchant Navies' to be rebuilt. Originally named Blue Funnel Line, renamed Blue Funnel Certum Pete Finem on 21 June 1945. Under long-term restoration to as-built condition. Currently under overhaul at Eastleigh Locomotive Works. Painted in British Railways Blue livery between 20. Restored on the Great Central Railway at Loughborough and used on main line steam specials. Last authenticated 100 mph plus on British Railways by a steam locomotive. Holder of class speed record (105.88 mph). The shipping lines below are linked to their current or last owners, and take into account the many mergers that occur in the Merchant Marine industry, for example, General Steam Navigation merged with P & O in 1920, and finally disappeared as a separate entity in 1972. They also constituted a roving memorial to the seamen who fought at sea during the Second World War to keep Britain supplied with food, fuel and other goods. ![]() The 'Merchant Navies' represented a publicity success for the Southern Railway in highlighting the names of Merchant Navy shipping lines that used Southampton Docks, which were served by the Southern Railway. The following table sets out the names, numbers and other vital statistics of the locomotives that comprised the class. ![]() All were built at the Southern Railway's Eastleigh Works. The SR Merchant Navy class is a type of steam locomotive, designed by Oliver Bulleid, that ran on the British Southern Railway network. ![]()
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