British Railway Nameplates
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of the 1922 Electric Loco once used on the Metropolitan Line, and still used occasionally on Heritage trips.
As A4 class 60009 Union of South Africa comes to the end of its running time the backing of the nameplates have been painted black. With the petina of the paint a scene towards the end of steam is recreated
68003 shortly after arrival into Edinburgh Waverley gets ready to work 2G13 17:08 Edinburgh-Glenrothes with Thornton passenger service. 03/10/2016.
Recently got my Animal Picture Holder DOTS set from Lego, decided to have a bit of spelling fun! The tiling was a bit difficult because the plate is 9x17 studs :D
59003 "Yeoman Highlander" nameplate seen at Warrington Bank Quay.
Copyright Andy Parkinson 2016 - No Unauthorised Use Please.
1969 American Motors Corporation Hurst SC/Rambler
The American Motors Corporation was founded on May 1, 1954, as the result of a corporate merger of the Hudson Motor Car Company and Nash-Kelvinator. The idea behind joining the two companies was to bring the nameplates under one umbrella and better compete with the Big Three in the consumer vehicle market.
AMC’s Chairman and CEO, Roy D. Chapin, Jr., sought to commemorate the history of the long-running and successful Rambler before its retirement and gave the green light to a performance version for 1969.
The parameters for the project dubbed the AMC Hurst SC/Rambler (SC for “Super Car”) were simple: cram the most powerful engine the company had into a lightened Rambler chassis. The design team also gave it the bits and pieces needed to rival all-comers on the street and the strip in the NHRA’s F/Stock class. To accomplish this, AMC designers turned to the fabled performance firm, Hurst, for collaboration.
Work started on the car by installing the top performance engine from the AMX – the vaunted 315 horsepower, 425 lb-ft, 390-cubic-inch V8 equipped with a Carter AFB four-barrel carb. This lump featured a bore and stroke of 4.165 inches by 3.574 inches, a 10.2:1 compression ratio, heavy main-bearing-support webbing, as well as forged rods and crankshaft.
There was no mistaking an SC for a standard run-of-the-mill Rambler. All SCs wore white paint to which one of two unusual accent schemes were added. In the “A” paint scheme, a full-body-length red billboard was applied to the car’s sides, while a blue stripe adorned the roof and trunk lid. The more conservative and rarer “B” scheme had red and blue accent stripes below the car’s beltline and dispensed with the top stripe.
All of this added up to a rather potent muscle car for the period. Automotive magazines were routinely able to launch the 3,160-pound car to 60 mph in a then-scant 6.3 seconds. It tripped the quarter-mile in as little as 14.3-seconds at 96 mph. Its top speed was roughly 120 mph.
AMC offered this little beast for a paltry $2,998, which helped increase demand beyond the 500 examples they initially planned to build. In the end, though, the company was only able to find 1,512 folks who wanted to take one home, turning the 1969 AMC Hurst SC/Rambler into one “Rare Ride.”
A group of enthusiasts hurry to complete a nameplate rubbing of 55 008 The Green Howards while it pauses at Peterborough with 1L43, the 14:05 Kings Cross - York
Brass plate on lacquered steel.
A name plaque on one of the machines on display at the Thursford collection.
1931-32 Cord L-29 Sedan
Discovered this car sitting all alone out in the Carillon Park parking lot after leaving the Dayton Concours d'Elegance. Since the Concours was a "bust", at least I had the opportunity of taking as many pictures and views of this little beauty as I wanted. It appeared that this car was being driven daily (depending on the weather conditions, of course.)
The Cord L-29 was revolutionary, using a front-wheel drive system rather than the popular rear-wheel drive configuration. Many believed that having the front wheels be responsible for turning, carrying the bulk of the weight, providing stopping power and for driving were too much. With the rear wheel drive systems, the weight could be dispersed throughout the body to take advantage of weight distributed. Cord wanted to be different and explore the possibilities of a front-wheel configuration. Many people believe Cord used the front-wheel drive configuration because he wanted to exploit the advantages of a low-profile design. Rear-wheel-drive cars sat higher above their driveshafts because the engineers had not figured out how to let the shaft run through the passenger compartment. It should also be noted the two large driving lights were mechanically linked to the steering, articulated to move 'slightly' in the direction in which the front wheels were steered.
Errett Lobban Cord was a visionary, promoter, young and intelligent individual when in 1924 he joined the Auburn Automobile Company which was under performing in respects to sales. Cord was able to revitalize sales and by 1926 he was in control of the company. He then began buying up companies such as Duesenberg Motor Company and Lycoming and brought them under the Cord Corporation.
With control of Duesenberg and Auburn automobiles, the Cord Corporation was positioned for success. What the company lacked was an automobile that could fill the price gap that existed between these two nameplates. The result was a luxury car named after himself, the Cord L-29.
Cornelius Van Ranst was tasked as the chief engineer for this unique automobile. John Oswald, a man responsible for many of the Auburn designs, contributed to the L-29. The result was dramatic styling that was attractive and elegant.
Under the hood lurked an 299 cubic-inch eight-cylinder Lycoming engine. The 125 horsepower engine could carry the 4600 pound vehicle to a top speed of just 77 mph, a respectable speed but not the fastest vehicle available.
Since it was a front-wheel drive system, the normal mechanical configuration needed rearrangement. The transmission and differential were in the front, ahead of the engine. The hood was very long, a result of having so many mechanical components in the front. The rear suspension used leaf springs and a beam axle while the front used a deDion type solid axle with quarter elliptic leaf springs.
Two months after the introduction of the Cord L-29 the stock market crashed and the Great Depression began. Just like many other manufacturers during this time, sales plummeted and production was low. To compete, Cord dropped prices in 1930 in an attempt to stimulate sales. For 1931 a large engine producing just over 130 horsepower was installed under the hood. Unfortunately, this was not enough and production ceased at the close of 1931.
During its production run lasting from 1929 through 1931, fewer than 5,000 total examples were created. In 1930 only 1,873 united were produced. Although production was halted in 1931, there were 157 L-29's dubbed as 1932 models.
By Daniel Vaughan | Mar 2006
Source: conceptcarz
OEM cast metal that has been flattened, painted and clear coated. The 'VOLVO' badge is once again attached to the back of the 142S. The car did not have any of its original jewellery when I bought it.
My collection of Locomotive Nameplates headboards workplates.
The Cornish Riviera Express is a British express passenger train that has run between London and Penzance in Cornwall since 1904. Introduced by the Great Western Railway, the name Cornish Riviera Express has been applied to the late morning express train from London Paddington station to Penzance station continuously through nationalisation under British Rail and privatisation under First Great Western, only ceasing briefly during the two World Wars. The name is also applied to the late morning express train running in the opposite direction from Penzance to London. Through performance and publicity the Cornish Riviera Express has become one of the most famous named trains in the United Kingdom and is particularly renowned for the publicity employed by the GWR in the 1930s which elevated it to iconic status.
Through trains from Paddington to Penzance began running on 1 March 1867 and included fast services such as the 10:15 a.m. Cornishman and 11:45 a.m. Flying Dutchman, but these still took nine hours or more for the journey.
A new express service with limited stops was promoted by the Great Western Railway, commencing on 1 July 1904. It left London at 10:10 a.m. and was timed to reach Penzance at 5:10 p.m. It conveyed six carriages to Penzance, including a dining car, and one more carriage for Falmouth that was detached at Truro then added to a branch train to complete its journey. Other stops were made at Plymouth North Road (Devon), Gwinear Road (for the Helston branch), and St Erth (for the St Ives branch). The return train from Penzance started at 10:00 a.m. and called additionally at Devonport.
A public competition was announced in the August 1904 edition of the Railway Magazine to choose the name, the prize being three guineas (£3.15) . Among the 1,286 entries were two suggestions, The Cornish Riviera Limited and The Riviera Express, which were combined as The Cornish Riviera Express, although railwaymen tended to call it The Limited.[1]
For the first two years, the new train ran only during the summer, but from the third year became a year-round feature of the timetable. With the opening of a 20¼ mile shorter route[2] along the Langport and Castle Cary Railway in 1906, it was possible to start the train twenty minutes later from Paddington and still arrive in Penzance at the same time. New 68 foot (21 m) Concertina carriages were scheduled for the train at the same time. Additional slip coaches were added to be dropped from the train on the move at various stations to serve holiday destinations such as Weymouth, Minehead, Ilfracombe, and Newquay, and the train began to run non-stop to Newton Abbot where a pilot engine was added for the climb over the Dainton and Rattery banks, the southern outliers of Dartmoor. By the middle of World War I the train had grown to 14 coaches, even running in two portions on summer Saturdays, but the train was suspended in January 1917 as a wartime economy measure.
Running of The Limited resumed in summer 1919 although a 60 mph blanket speed limit was still in force, and it wasn't until autumn 1921 that pre-war timings were reinstated. In 1923 new steel-panelled coaches and, more importantly the introduction of the Castle Class locomotives, billed as the "most powerful locomotive in Britain". This allowed the train to travel to Plymouth without the need to stop to attach a pilot locomotive, use of slip coaches keeping the load below the 310 ton limit for the Castle Class. However the pre-eminence of the Castle class did not last long as the Southern Railway Lord Nelson class of 1926 topped them for tractive effort, and so the King class was developed, particularly with the heavy West-country holiday trains in mind. Their introduction from 1927 allowed arrival in Plymouth to reach the 4 hour mark, although the increased weight of these locos prevented their use in Cornwall. The King class were also permitted an increased maximum load of 360 tons between Newton Abbot and Plymouth; above this a stop was required to attach a pilot locomotive.[3]
1935 saw new coaches in the shape of the 9 feet 7 inch (2.9 m) wide Centenary carriages,[4] but there were few other significant changes until World War II. At the outbreak of war all trains to the West country were to travel via Bristol, and departure of the Cornish Riviera Limited was moved to 14:35, although this change only lasted until October when the departure time returned to 10:30 with Exeter as the first stop. By summer 1941 it seemed that everyone was taking their (brief) summer holidays in the West Country, and the Cornish Riviera Limited ran in five sections, to Penzance, Penzance, Paignton, Kingswear and Newton Abbot respectively. Ironically the Limited ran throughout the war, but was cancelled in the winter of 1946/47 due to a coal shortage, not being restored until the following summer although pre-war schedules were not regained until autumn 1955 by which time the railways had been nationalised and the 1955 Modernisation Plan had been published.
The service was dieselised in the late 1950s. D1000 Western diesel-hydraulics introduced in 1964 could keep the four-hour schedule to Plymouth even with a 500-ton train and an additional stop at Taunton. Further cuts in time saw Plymouth being scheduled in 3 hours 35 minutes before the Westerns were withdrawn in 1977 to be replaced by Class 50 Diesel-electrics hauling Mk2d/e/f air-conditioned coaches. These were, in turn, replaced in autumn 1981 by HSTs.
After rail privatisation, the service is now operated by First Great Western, still using HSTs which are now undergoing refurbishment to see them past their quarter-century and within touching distance of the 31 years for which the King class were synonymous with the Cornish Riviera Limited.
4038 Queen Berengaria running near Acton with the London-bound Cornish Riviera Express
The first trains were worked by City Class 4-4-0 steam locomotives, including 3433 City of Bath which worked the special demonstration train on 30 June 1904 that took the coaches down ready for the first public train the following day. Some trains in the early days were worked by larger 4-6-0 Saint Class locomotives.
1907 saw the introduction of Star Class 4-6-0s to the Cornish Riviera, which in turn were superseded by Castle Class 4-6-0s in 1924. Locomotives were usually changed at Plymouth, the train being worked through Cornwall by a local locomotive - a City or Duke class or later, a Hall Class 4-6-0. In 1927 the train became the responsibility of the new King Class 4-6-0s, but these were too heavy to cross the Royal Albert Bridge into Cornwall. In 1952 BR Britannia Class 4-6-2s worked the train west of Plymouth for a short period.
At various times visiting locomotives have been tested on this demanding roster. LNER A1 Class 4-6-2 4474 Victor Wild saw trials in 1925, and then in 1948 and 1955 ex-LMSR Princess Coronation Class 4-6-2s were similarly tried; on the second occasion the locomotive was 46237 City of Bristol. In 1956 the Kings were temporarily withdrawn for modifications, their place being taken on the Cornish Riviera by ex-LMSR Princess Royal and Princess Coronation class 4-6-2s 46207 Princess Arthur of Connaught, 46210 Lady Patricia, 46254 City of Stoke-on-Trent, and 46257 City of Salford.
In 1958 diesel traction took over on The Limited in the shape of the D600 Warships. These however were not sufficiently reliable and D800 Warships were working the train throughout by 1960. D1000 Western Class locomotives took over in 1964 but the D800s returned in 1968 - 1970, now working in pairs. Westerns were not fitted for electric train heating and so were replaced by Class 50 locomotives when air-conditioned Mk2 carriages were introduced in 1975 and although these were initially unnamed, they were soon given names of warships, some of which were once carried by the earlier Warship classes. Class 47 diesel-electrics also appeared from time to time throughout the 1970s.