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  1. Not to be outdone by the sexy newcomer that burns oil , an old stalwart of this thread from the beginning , 3864 , makes a welcome return on a down parcels train.
  2. That may be your perspective but there were numerous courteous posts requesting further information or clarification which went unanswered. There was actually more abruptness on the part of the person who could have benefited most from taking points on board. I even tried to help save him from himself but that went unheeded too. To blame us is ridiculous just because we didn't censor what you may not have agreed with. Any comments which breached forum rules were removed.
  3. Various mods to NRM ,Book Law , Flying Fox,Royal Lancer and Gladiateur versions.
  4. Today we are between Winning and North Blyth on the Blyth and Tyne looking at the coal and alumina traffic once again. Winning 56103 Stora 26th Aug 97 C23106 Freemans crossing 56132 empty coal from Blyth Power station May 85 J8287.jpg Blyth Power station 56132 and Class 56 56135 29th July 87 C9036.jpg Taken from the bridge over the line by Cambois shed. Cambois 56125 08441 etc Sun 21st Sept 86 C8134 North Blyth 37212 Lynemouth to Alcan North Blyth 22nd Dec 86 C8237.jpg David
  5. 14 points
    Bullfinch is just about done, apart from some small but enjoyable final touches such as crew, glazing and some suitable lamps. Here it faces off against City of Truro! The plates are from 247 Developments and It's numbered for the post-1912 numbering scheme. The kit has been terrific fun and while the end result is more impressionistic than anything else, it does look different enough to the City to represent the small-drivered 4-4-0s and is certainly a nice runner. I can't remember if the City was sprayed with a rattle-can or airbrush, but it would have been done using Railmatch's later shade of GWR green, whereas for the Bird I opted for Precision's 1906-1928 shade, and applied it with an airbrush. The black bits were then brush painted with Lifecolor "weathered black" which dries quickly and is a very matt, almost dark grey shade. I've still to give the tender a good going over. There are a few things I'd do differently if I was building another one. My rivets are rubbish - must try harder - and the boiler bands are a bit on the heavy side, albeit matching the ones on the Airfix firebox. A job I might get around to sometime is moving the cranks in-board a bit as they don't need as much clearance as they've got here. However, I'd be loathe to alter the quartering so that might be a job that waits until there's some other reason to take apart the chassis - hopefully not for a while! Of course I would like a curved-frame Bulldog but I have to be realistic and say that I'm already at capacity with GWR engines - not that there aren't a few more in the kitbuilding queue, including such lovelies as a County Tank, 2021 class, Armstrong goods, a De Glehn compound and a few others. Better get cracking!
  6. I've now fitted most of the handrails but ran out of short knobs having ordered too many medium ones by mistake. While waiting for them to arrive, I have got on and done a bit of plumbing. There's a gap at the front as I won't be able to fit the vacuum and steam heating pipes there until the final fitting of the chassis to the body.
  7. I am very good at hitting short golf shots...... half the distance they are supposed to go. So it is back to 400 yards in two, and four to get the ball the last ten yards into the hole. This can be alittle irritating. Here is 60133 in the dark. and back out into the light again. Photoshopping lattices which are superimposed one upon the other is great fun, almost as good as those short golf shots. Still, are we downhearted? Yes we are a bit, actually.
  8. Completely off topic, but sights to lift the spirits. Your annual peony. and a newly unfurled and pristine water lily bloom.
  9. Happy to oblige, Tony, now I'm back home. Two in preparation for Grantham later this year: 2557 is a simple renumber/rename of a Hornby Flying Fox. Plates from 247, numbers HMRS. There are some bits from the Brassmasters detailing pack to go on before it's weathered. There's been rather more work put into 2580, which began as an NRM 1980s Flying Scotsman. For almost all the 1930s she carried an ACFI feed water heater and all the associated pipework. I had started building the pump, but Al Turner is now making this 3D print available, which will save me some work and be much more detailed. Replacement chimney and dome courtesy or Mr. King and the usual 247/HMRS identity change. Tender kindly supplied by Tom Foster.
  10. I've not had a lot of time for Railway modeling recently. I did finaly get around to painting and completing some teak carriages.
  11. In that case I'm confident the body moulding is accurate and detailed. I also did a pattern for the bogie frames. This is the pattern, moulding should be identical.
  12. Now the haggis in it natural surroundings neither feels or experiences centrifugal or centripetal forces as it runs around the mountains. They normally only go clockwise owing to their left legs being shorter. It is when they try to go anticlockwise and become unbalanced they fall over a tumble down the mountain into the butchers shop. They never had a problem until Newton invented gravity.
  13. Just one pic before I go to sleep, 66713 in rugby on the car train, it’s a long old thing, 2500ft long
  14. Arguably the Pratchett novels had long since become increasingly dark, so, I suppose it depends how you define "late books" in a series that ran from 1987 to 2015. Night Watch (2002) is often cited as a definite shift in that direction. Night Watch is a great book nonetheless, and it's a little less than three quarters through the series. I am not sure I'd agree that the late novels (wherever we consider "late" to start) have too much anger in them. The impression I received was Pratchett moving beyond the glib and ironical treatment of death and destruction seen in the earlier novels in favour of wrestling with the additional complexities that his evolving world threw up. Nevertheless, he does so with the same tolerance for human frailty that runs through all his work. His evident humanity, rare in a satirist (and I can really only think of Fielding as comparable in that regard), shines through his work to the end. Optimism and redemption remained constant. I think you can detect something off a falling off from peak-Pratchett in places - but people are sensitive to that in any long-running series and especially in the case of an author who has disclosed he has Alzheimer's and the critique is easily overdone - but nothing that impaired my enjoyment and there was always much to enjoy. Moist and Adora Belle were brilliant late-flowering characters. Discworld never went stale in my view. There is not, I think, much sadness or depression affecting Pratchett's late books. His goodbye is deftly done with much poignancy in Shepherd's Crown and I think he wrote brilliantly to the end. I do not think there is a single book in the series that I wouldn't/haven't re-read with much pleasure.
  15. Hello everyone, A Decade of Rannoch on RMweb! This year Rannoch has been on RMweb for 10 years, scary I know! I was still in my twenties when I started the build and turned 39 this year. Had no kids and daughter number 3 arrived last Friday. Tonight I’ve cleaned the track, given it a quick dust and put some stock out to recreate the original vision of 2005/6. A time when 37’s still worked the line, 67’s were on test runs ready to take over the sleeper and a good variety of freight still ran. I haven’t had much time to just play trains for a while now so it was good to run a few tonight. I started off with 37416 in its debranded Royal Scotsman livery on the sleeper. I saw the loco at Waverley one morning when the Fort Bill portion had failed to run. The model was superbly recreated by Andi Walshaw and has Bifs sounds added. It’s taken many years but thanks to Charlie and Arran with their 156 I can finally capture the images I’ve seen so many times on Flickr of the sleeper and a 156 passing at Rannoch. Hope you like the photos and thanks for looking. All the best Mark
  16. Just 3 from yesterday/this morning warrington bank quay, nice long train for a change, 18 wagons worth Run round in bicester at 04:30 wagons deposited and waiting for the relief driver to take it onward light engine i believe next week is the final week of MOD trains to and from bicester before the flow switches to another depot should be road learning Peterborough again tonight but been asked to work a car train in the wcml instead, first one I’ve worked!
  17. Looking nostalgically through the box in my loft that contains all the old 00 relics from the 1970's and '80's I found myself pulling out the old Triang Hornby pannier tank that had started it all. Around 1972 my Dad bought me one of these and thus began a life-long hobby. A quick check of the loco against some drawings showed that, whilst not exactly perfect, it wasn't far out in any of the important dimensions. Could it be brought back to life, and actually be used as a credible, if far from state of the art, loco. on my EM layout? I have decided to have a go, with the caveat that some of it's issues, primarily very thick plastic mouldings, I'm just going to have to live with. Even better there were some 8750's at Birkenhead, which is just up the line from my semi-imaginary Saltport layout. The progress so far: This is not mine, but a photo from the internet to show what it looked like when new: But by the early 1980's it looked like this, with some separate handrails, and, its crowning glory, a new safety valve bonnet from Peter K - probably the first detail part I ever bought. First job has been to strip the loco to a bare shell, before starting to re-instate some of the dodgy, or missing bits. We have a better chimney from Phoenix; Buffers, injectors, whistles, and lots of handrail knobs from Gibson, a smokebox door handle of indeterminate origin, rear spectacle grills from a Mainly Trains etch, now available from Wizard, and lots of wire for piping, beading, etc. The tank vents have been turned up in the mini-drill, and the whistle shield bent up from brass sheet. Then a quick dust of primer to unify everything, and show me where the rough bits are..... I have also removed the plastic between running plate and tank that is where the boiler should be, and intend to have a brass boiler attached to the chassis, which will be from a Comet kit. However I will see how that goes. Unusually I have built the body first this time, but it was a while before I was sure it was going to be worth proceeding or not, and now I think it will, I can get on with it, but I must finish Roy's C12 first as he might be reading this!
  18. My Fathers A3, 60052. DJH/ Comet hybrid. I painted it and also filed back the firebox slope, the DJH model is a little flat in this respect. However, the tender dose ride at the right height. A shame it is no longer available, much better than the Hornby one in my opinion. 60111 is my copy/interpretation of 60052.
  19. Some really nice models of Gresley A1s and A3s. I cannot normally join in when discussing locomotive models. OK the project was abandoned for various reasons, none to do with the concept of the model. I was going to use Tri-ang Hornby Flying Scotsmen as a basis for a RH&DR based layout in 1/24 th scale. I didn't get too far. Seen on my former 4mm scale Hanging Hill layout. I still have desires on building something similar, as the RH&DR is one of my favorite railways to visit.
  20. Tony, I've seen a couple of your photos of these two A3s on LB which are much better than these snaps. How long did you have them on loan for? Starting point was two Hornby A3s supplied in BR green livery. I stripped, detailed, backdated to 1930's condition and then repainted/lined (including the wheels) into Doncaster green. Cheers...Morgan
  21. The signs that I designed, here are now made and added to the layout. I had printed them on ordinary paper but the ink bled so they were illegible and I was going to give up and re-do them in black and white but I had a go at printing them onto decal paper and that has produced a better result. They probably aren't legible in the photos but that's down to my camera, my photography and screen resolution. There's also the A-frame, outside the wagon repair shop, for lifting wagons to remove their wheelsets in the above photo. The signal cabin finally has steps and a wiggly tin shed has been made to store lamp oil in. The cabin needs settling in as soon as I can get some more ballast. Another job is to make and fit a fence or hand rail along this side of the footpath that slopes down to the station platform, behind the cabin.
  22. It will inevitably be better than Adrian's book - his was in many respects a trail blazer and it also reflected his lack of knowledge of some things which appeared in it (e.g. the WWII intermediate block signals in the Severn Tunnel) but, as ever with Adrian. it caught an element of romanticism which no doubt helped it sell. Some top notch (official) illustrations but lacking in parts. And as Adrian was at one time one of my Signalmen I'd like to have met your father-in-law (but I'm not saying why in public. ) One strange thing about the Backing Distant was that it didn't necessarily go with a Backing Signal, for example the one at Aberdare (which is probably the best known because it appeared in an excellent photo) applied to a ground disc signal. I have never - so far - been able to find out enough about the Friars Jcn one apart from it appearing in a rather blurry photo to establish if it applied to a Backing Signal or to a disc. There was also reputedly one somewhere on the Northern Division but I have never come across any concrete information about it: maybe the book will tell us (especially if the author had obtained any information from John Morris who was THE authority on GWR signalling)? Effectively the Backing Distant - judging by the one at Aberdare - served as an indicator that the disc (or Backing Signal?) to which it applied had been cleared and the locking chart for Aberdare indicates that Backing Distant was released by the disc signal to which it applied, As that disc would have had a white light when at danger it is then immediately obvious that the Backing Distant was there for trains reversing into sidings (the only movement for which the disc could be lowered) and, as a photograph of its situation shows, it must have been provided purely for sighting reasons as there was no way the enginemen on a long train could see either the disc signal (in the 6 foot) or any handsignals due to line curvature and the presence of buildings on the inside of the curve. So that one was there for a very specific purpose and particular, no doubt regular/frequent movements. Another interesting thing about these seemingly extremely rare signals is that they are not mentioned in the GWR General Appendix and the one at Aberdare is definitely not mentioned in the relevant (1926 edition) of the Appendix to the relevant section of the Service Timetable - what we would nowadays call the Sectional Appendix. This is another oddity because the Aberdare signal had a completely different meaning from that of an 'ordinary' Backing Signal because it very obviously could have been passed when lowered without the need for a verbal instruction from Guard or Shunter etc to the Driver to proceed (as was necessary in the case of 'ordinary' Backing Signals). While the Rule changed over the years - mainly it appears from the relevant minutes because the GWR had difficulty in making up its mind about the meaning of a Backing Signal when 'off' - it seems clear to me that in the case of the Aberdare Backing Distant its meaning was consistent. Incidentally a relatively early (c.1921/2) photo of it appears to show glass in both spectacles and definitely so in the 'on' spectacle which again is to me indicative of its purpose. The arm was apparently red then - as one would expect - with no marking other than the fishtail and the two holes. Whether or not is was ever painted yeloow is, for me at any rate, an interesting question. And that is about the best I can do on the subject.
  23. The midnight oil has been burning again this week and I can finally show some further progress and the finished fiddle yard complete with reworked light pelmet as well as a coat of paint to match the new edition to the rest of the layout. Nice n fresh and ready to represent the railway leading to the locomotive depot. Each road has been numbered to stop any confusion once I have worked out an operating schedule to represent a day in the life of 6D. I have now sited the programming track and Kadee coupling 'checker' The main control panel with a nice coat of paint to highlight the knobs and switches. Following some tweaking of some of the wiring the layout has now been put back together and a good vacuuming required followed by some serious track cleaning tomorrow. I have been giving some serious thought to the lighting of the layout and have been very impressed Kevin's new LED strip lighting on Little Muddle and how it has made a big difference to the photography of this masterpiece. I have spent some considerable time researching this new way of lighting layouts especially the use of both warm and cool white LEDs which seem to give a real daylight effect and at this time the jury is still out as to go down this path until I totally understand the thinking behind the systems involved.
  24. roythebus

    DJM, the end.

    Having been MD of a company that went broke in 2003, the liquidators are only interested in getting their fees. they don't give a damn about the little people at the bottom of the pile, the investors. Pecking order is wages for staff, outstanding holiday pay, redundancy pay. then everyone else gets thrown into a pot to be shared out. so if the Chinese are owed £5000, and 1000 investors are owed £5 each, and the Revenue is owed £5000, who get priority? There's not likely to be any saleable assets to cover the outstanding debts, so nobody is likely to get anything. As a matter of interest, I looked uo my old firm on Companies house the other week. It closed down in December 2003 and wasn't taken off the CH Register until last year, it took the liquidators that long to deal with it. I suspect as they got nothing out of it, it was costing them an amount every year just to keep it on the books! Those of you who have paid by credit card, your contract is with the credit card company so you'll get your money back from them. How they get thers back isn't your worry. Unless there's been some massive misdemeanour from the owner of DJM, then the limited liability of the company status limits his personal liability to the value of his shareholding. He may well have mortgaged his house to finance some of the business, so he's likely to lose that too. Everyone who is owed money will receive a letter from the liquidators to stake their claim and there will be a creditors' meeting which every creditor can attend. The chair of that meeting won't allow it to be turned into a slanging match, that is if anyone bothers to turn up. there's only usually 4 or 5 attendees at such meetings so I've been told, and that is usually HMRC and a few private individuals who are owed a bit. Otherwise it's pointless going, there's nothing to be had so don't waste you time. It's probably a waste of time speculating on here, time would be better spent doing some modelling.
  25. It sure is. There was a big break in the work schedule today. Once the new areas have droppers and power and the point motors are fitted it'll be a real struggle to actually do any work at all. By the way, in the last video, the rolling stock is jerky because the lead coupling on the guards van is a touch too low and was catching the heads of the track pins. These are only loosely tapped in and a few are quite proud of the sleepers - done this way so they do minimal harm when removed later after ballasting. I have clipped a millimetre or so off the tail of the coupling's upright which has fixed the problem. Colliery track all laid today as well. No trains running here under their own power however as none yet connected up. Entrance to the colliery with the monstrous arrangement of pointwork. In the far right corner the 2-road engine shed, then the stores and land sales siding, then the 2 roads that go under the screens, brake van road and stabling road headshunt. The GCR Pom-Pom is on the main line. To left rear three reception and departure loops nearest the window, then the stabling road and the main line. View of the left (south) end. Reception and departure roads under the window, lines to engine shed can just be seen far right. From L to R: Engine shed, stores and land sales road, screens, brake vans, headshunt. Checking the loco release line is big enough. Nothing larger than a standard British 0-6-0 freight engine will go in here. 8 wagon mineral train in one of the reception roads. My camera has a very wide angle lens so it causes unwanted effects when pointed down almost vertically at curved track! The colliery almost at capacity. Two of the reception roads have 8-wagon trains in them. Two-and-a-half 8-wagon trains stand in the stabling road, with the other half-train under the screens. Note that some of these wagons are post-WWII and form part of my 1950s stock collection. I wanted to check siding capacity (in a hurry) and this stock box was nearest the top of the pile.
  26. We start this evening with another closer look at rolling stock. This time, it is a Gresley steel Artic twin. Coming up to twenty years in service, and still on the duties for which it was designed. Silver Fox is still waiting in the bay, and also got photographed, as there was nothing moving at the time.
  27. I've done very little modelling recently (or really since the start of the year). Having undergone four operations last year plus a follow up spell in hospital when I got an infection in the surgery wound I missed out on holidays. So this year I've already had three breaks to make up for it and there are more being planned. The most recent was a nearly three week spell in France with getting back just last weekend. Since then I've steeled myself for some modelling and have started gently with three wagon kits from the NGS. They build in to an either option of a bogie bolster 'E' Bopol or Turbot bogie ballast wagon. I choose to make one bolster and two Turbots. Here's how far I've got with the Turbots - basically assembling the plastic body/chassis : And especially for Clive here's a pic I took of the RH&DR: G
  28. Hello everyone. I bought the two following Bulleid BTK’s from Rails earlier today, R4888B, and R4888C. They are very good models, but I think the glazing is inset a bit much, as stated earlier, and is a little thick too. A couple of wonky steps, which I’ve straightened out, gives an impression of a rushed job to get them in the shops and sold. I’m considering options for the glazing. Maybe Lazerglaze if they release packs for these carriages. Anyway, I’ve taken some photo’s....... I hope the photo’s will help to clarify some things. Best regards, Rob.
  29. ap[ologies for me not responding to these suggestions, got a little confused for a while with the new format (love it now though) and been caught out with real life affecting unreal life. Anyway, thanks for your kind comments about Hobbiton End Cam, most appreciated. I have been working on more structures and have the track plan finalised, cannot remember if it is on here or not yet, just looked tis on post , D'oh!! A few piccies of the latest additions to the buildings collection - Firstly, the development of a building shown in an earlier post now complete with windows, doors and roof. Secondly a well developed model of an Inn/eatery with a partially open eating area at ground level, details to be added as well as detailed interiors and lighting. Thirdly, the latest building being developed, a row of shops with accommodation above. I have just started doing the interiors as well. I got a surprise today at work with the delivery of a pair of 3D printers for us to have a play with, AWESOME!!! Best wishes Simon
  30. Here are a couple more from Tyneside, this time at South Shields. The stone arches at Tyne Dock were built by the North Eastern Railway in the 19th century to carry coal wagons over the Jarrow-South Shields road and out to staiths in Tyne Dock basin for the loading of coal into sea-going vessels. They had fallen into disuse by the 1960s and were demolished in 1977. This view from April 1976 includes all four remaining (disused) arches - the staiths had been over to the left. 'Tyne Dock Arches' had been a landmark for many years. The modern view is from 2017. The stone wall on the left is the only link between the two pictures. The information panel on the right has details of the coal trade, and also a quote from South Shields-born author Catherine Cookson who described the 'slime-dripping arches' in one of her historical novels. The road has been considerably widened. I waited to get a cyclist in the same spot! Cheers Trevor
  31. But surely after this farce no one will touch him with a twenty metre cattle prod?
  32. Trainlover, beautiful detailing! Honest Tom, yes rabbit warren is an apt description. I did change one aspect, making a go-around siding on top. Here’s an update photo. The spindly support towers will be replaced with permanent support now that I know clearances are adequate.
  33. The right-hand crosshead (the replacement Romford/Markits product) with the etched droplink and combination lever from the kit added, plus the new union-link joining them together. The left-hand side, with all the various valve-gear bits hanging in place. Getting somewhere at last! Cheers, Dave.
  34. It was all the right theory ..just not necessarily in the right order........
  35. Last weekend I helped one of my fellow club members operate his layout at the Great Central Railway model railway show. Tony had very kindly offered me the chance to visit his home and see Little Bytham first hand. This was great because living in Scotland meant a visit to see the layout would be a very long journey. Since I was already at Quorn for the show it was therefore the perfect opportunity to stay over until the Monday after the show and make the short hop to Tony and Mo's to spend a delightful morning there. Tony very kindly allowed me to video the layout and was happy to run my choice of trains. He also gave me permission to upload the video to YouTube and to post a link here as well. I should say that I am by no means a professional videographer so this is not the most broadcast quality of videos, far from it in fact. I do hope that you enjoy it anyway and that it inspires you. There are several shots where the sounds of the 12 inches to the foot real thing passing at speed on the main line behind the train shed encroaches on the video. Please look out in particular for the penultimate train shown in the video. I think Tony was trying to better, in model form, Joe Duddington's speed record with Mallard just past Little Bytham. The train, with 13 cars on, traverses the layout twice and the second circuit looks as though there is a devil holding the regulator wide open and breathing into the firebox! Several of you have recently commented very favourably on the Princess Coronation loco which Tony has been building and the photograph of it which he posted here. The final train in the video is pulled by that loco. It is still unpainted but is a superb mover. To you and Mo Tony, thank you for such a great time which I thoroughly enjoyed. Archie
  36. This is a general view of the railway room, shewing the lighting gantry. Two wooden "goal posts" sit across the railway, with the lighting track suspended underneath. The lighting track is fairly heavy grade plastic channel from LeRoy Merlin (equivalent to B & Q) The final photo is from the station end, shewing the whole layout.The underside of the lighting track and the LED's are evident in this last shot.
  37. Just caught up with the whole of this thread now. Interesting to see that the supporters of the Okehampton route still feel so strongly about this as a viable option to the South Devon line. I may be retired now, but I know that the economic and political facts surrounding the idea of a diversionary route haven't really changed much. There is, and never really has been, any meaningful political support for reopening the Okehampton line as a full main line alternative to the Dawlish route, certainly not from those DfT officials I used to speak to, not from the grown-up suit-wearing executives in Network Rail that I used to annoy work with, not from Devon County Council or the local authorities in South Devon, not from the MPs representing the South Devon constituencies and not from the TOCs. No one ever really gave the notion any real credence in any discussions that I was party to, nor in any work-related documentation that I was privy to. It was also always accepted that the idea of Okehampton being reopened in addition to the South Devon main line route, meant that Okehampton would have to have a robust business case, ie. be guaranteed to provide an acceptable return on investment and essentially pay it's way going forward. As Mr Stationmaster has pointed out, the discussions about Tavistock have been going on for around 30 years (which includes the entirety of that part of my career spent in the South West and no physicial works have yet resulted. The situation here hasn't been helped by (a) the project becoming the responsibility of Devon CC to drive forward, (b) Devon CC losing most of it's experienced officers who knew and understood rail issues, within a short space of time of each other (retirement, other jobs etc.) and (c) the Network Rail project estimates increasing by an outrageously improbable and high factor (in no small part, I have been given to understand, by the need to ensure adequate contingency, should the project spiral out of financial control. This following NR experience with a recent electrification project. In a similar vein, this is also one of the reasons why Marsh Barton station hasn't been built yet). There has also been much talk about reinstating a regular Okehampton to Exeter service, but even this relatively easy (from a physical point of view) project hasn't materialised. Interestingly, there was a significant sum put aside in Devon CC budgets for a number of years (but no longer, I understand), to fund 'Okehampton East Parkway', on the Dartmoor Railway. Again, this hasn't (yet) happened. Turning to the current round of actual and proposed NR projects to make the existing Sea Wall route more resilient. I was surprised but also rather pleased in a slightly smug way, to note that the methodology of rebuilding the Sea Wall between Dawlish station and Kennaway Tunnel is following almost exactly that which I have felt was necessary for years. Ever since the 2014 rebuilding of the Sea Lawn Terrace section, to the east of Dawlish station, I have been saying that using pre-cast concrete wall sections, a bit higher, a bit further out and with a proper, scientifically-calculated wave return built into the profile, should be the way forward. And this seems to be exactly what NR are now going to do for this section. I hope that they will include adequate measures as part of the build, to prevent track flooding and ballast displacement. It was always these latter two factors that were the main risks to the operation of trains along the Sea Wall in more recent times, during 'average' storms, at least. The vast majority of the structure of the Sea Wall was safeguarded from collapse by the 'deep toe foundation' works, started by Railtrack in the late 1990s and completed by Network Rail in around 2003. These large, deep blocks of reinforced concrete prevented the foundations of the original masonry wall from being undermined by the sea, when beach levels dropped due to tidal and storm action, thus exposing the soft red sandstone underneath, which was quickly leached away, resulting in voids and loss of support, initially to the Down Main line. The major storms of January 1996 were the impetus for these works. Those storms also resulted in the first real application of a disciplined, planned and structured operations protocol along the wall during storm conditions, which any operations folk associated with the Sea Wall will know as Level 1 and Level 2 Working. In conjunction with the Stuctures Engineer responsible for the maintenance of the Sea Wall during that time, I was the author of that protocol for 20 years, before I retired. I find, though, that I struggle rather more with NR's proposals for the Parsons Tunnel to Teignmouth section. As an operations manager, with a major interface role with the TOCs, I was involved in countless weather-related incidents along the Sea Wall, took part in countless phone conferences to discuss adverse weather forecasts, oversaw the introduction of the emergency operations protocol countless times and held my fair share of reviews and even inquiries into weather-related delays and incidents. I was in overall local charge of two serious Voyager failure incidents in 2004 and 2005, where on both occasions sea water caused the complete failure of a Voyager train on the Down Main line, right next to a very stormy sea. When the Voyager sets lost power, they lost their air and one result was that the door seals deflated, allowing sea water to permeate into the actual vestibule areas. We had to get the Fire Brigade to evacuate the train, into an adjacent HST, on the first incident and almost had to do that the second time, in 2005. Only the determination of a small number of (frankly) brave operations and PW staff, together with the driver on a Class 57 'Thunderbird' loco, avoided the need to evacuate that second train, which had failed only about a quarter of a mile from Dawlish station on the Down Main line. The reason I have related the above is to explain that, although I fully acknowledge that the Teignmouth Cliffs are a continuing problem, to me, the sea is the real enemy, right along the whole length of the Sea Wall. I recall going to a public consultation and presentation event in Teignmouth in autumn 2016, a few months after I had retired. This proposal to push the railway out to sea was being hawked around there. At the time, it even included an up and down running loop between Sprey Point and Parsons Tunnel. I asked the head Public Affairs chap (who I knew well) about that and was told that some junior 'flunky' had added the loops in, 'because it seemed like a good idea!' I asked him which PW and S&T engineer in their right mind was going to be happy about maintaining point mechanisms and the rest of the associated infrastructure in such a location and under such circumstances, or which train crew and passengers would be happy about being held in the Down Loop during storm conditions. He went a bit quiet and that part of the proposal appears to have been dropped! Just as well. To me, the whole notion of pushing the railway further out towards harsh, maritime conditions, seems counter-intuitive (which when I was working, was management-speak for 'daft'). You would be pushing the railway further out into the 'danger zone'. Why would anyone in their right mind seek to do that? They speak of rock armour and other measures, but having looked at the proposals and talked to a number of people, I am not persuaded that NR know enough about the effect of such a massive, battle-ship-sized structure on the beach, to really be able to speak with confidence. Perhaps that section of beach isn't as popular with summer tourists as the beaches nearer and around Dawlish. But who's to say what the future holds? What is certain, is that once that beach is destroyed by the new NR works, no one is ever going to bring it back. Would the 'new amenities' involving some of the reclaimed land between the new alignment and the base of the cliffs be adequate compensation, in tourism terms? Who's to say? Not NR, in my view, who are supposed to be experts in operating and maintaining railway infrastructure, not tourism. I wonder whether the track geometry, as the line emerges from Parsons Tunnel, won't have to involve some fairly tight curvature, in order to bring the line so far out to sea. If so, what effect will that have on Permanent Speed Restrictions? To avoid sharp curves, perhaps they will need to re-burrow a new tunnel section from half-way through the existing Parsons Tunnel, to a new portal further from the cliffs? And if so, how expensive (and disruptive) would that be? When I was working, I discussed the question of 'avalanche shelters' with the engineering fraternity in NR. Unfortunately, it seems that the geology of the area isn't helping us here, as there is some kind of 'rotational' action going on, which would mean that the avalanche shelters wouldn't be stable. I know that the eastern end of Parsons Tunnel is an avalanche shelter, but that is a relatively short section, was built (probably) before the current geological science was understood and the geology of that portion of the cliffs could be different from that west of Parsons Tunnel. As such, the interesting idea of a concrete or some kind of translucent tube, suggested earlier in this thread, was never going to work. Apart from any considerations of long-term stability, the amount of disruption to existing services, possessions etc. to put it in place, together with the associated costs, would render it a non-starter. Sorry. My own preference for this section would be for NR to (in my estimation) displease the smallest number of locals and compulsory-purchase sufficient property at the top of the cliffs (mostly gardens) and grade the cliffs back from the top, to the existing base. NR have stated in their publicity that this would require too many disruptive possessions, but it is my belief that this could be accomplished with a combination of carefully worked-through operations protocols, some disruptive possessions and non-possession work. I cannot say how much this would cost, but I don't think that the compulsory purchase of property at the top of the cliffs would be the main element, it would be the work itself. My gut feeling is that this would be cheaper than the cost of building a run-aground concrete battleship with rail tracks on it, just off the existing beach. And it would ensure that the existing beach is safeguarded. My feeling is that ensuring that this beach is retained for future generations would be more acceptable to more people locally, than the loss of portions of what are mostly gardens at the tops of the cliffs (clearly the property owners at the tops of the cliffs wouldn't agree). The railway could be given additional protection from the sea by using more pre-cast concrete sections, slightly higher and with minimal intrusion on the existing beach. The debate will, no doubt, continue for a long time to come.
  38. Changes have happened since I last ventured into my playroom with camera, the most time consuming of which has been the raising up of the trackbed. Creating the cutting template on the lining paper surface was easy using this wagon conversion. Then the hard graft started cutting the trackbed out of mdf and raising it off the deck on sections of two by one. Once I'd finished phase one I got out brushes, roller and emulsion and applied some sky to the walls. I'm pleased by the change in colour balance that it has effected. Even though it's darker than the previous white walls it gives a more blue cast which improves the look no end.
  39. I spent some time putting together a 3D model of Wheal Rose dry. It isn't 100% accurate, I had to fill in a lot of blanks because there really aren't any photographs online. However I did manage to find some aerial photos from 1930 which gave me an idea of what was where roughly. The model file is in Sketchup Make 2017 which is a free program, so if you download that and install it, I can send you the file and you should be able to view it. The model is built to scale, so you can just use the ruler function to measure anything you need. The model also has a full interior, so should you wish to include this in the model it's there. The furnace end has a small coal platform that was loaded from the Wheal Virgin air dry/Boss Allen's timber wharf siding, which curved off to run 90 degrees perpendicular to Wheal Rose. As it stands, a scale model of this dry including the coal platform and settling tanks would be approx 106cm (frontage) x 60cm (front of linhay to back of settling tanks). If you cannot fit this in, I could come up with a modified design that has the required compression, I would just need to know the exact space it has to fit into. If anyone else would like a copy of this 3D file, please let me know via PM and I'll email it over. Regards, Scott.
  40. A red letter day today. Circuit complete, glass of sparkling white Samur in hand and I sat and watched the trains. Apologies for the terrible sound - as the room is entirely bare plaster walls and wooden baseboards its a terrible echo chamber. Things will sound better once there's some nice sound-absorbing carpet and scenery in there.
  41. Good evening Tony, I would like to present some RTR locomotives that are presently being modified. First up is A3 2573 Harvester in c. 1928-34 condition complete with a Westinghouse pump. I need to do some additional research, but I believe that the locomotive should really be paired with a corridor tender. I have most of the bits for one of these but it will need to be assembled and painted before it is fit for service with this loco. The locomotive started life as a Dapol A3 2744, Grand Parade, but has been altered to right hand drive and had some corrections to the original livery. The Westinghouse pump came from a Dapol Terrier but I scratch built the mounting bracket. Vacuum pipes and couplings will be added in due course. Next is 2562 Isinglass, again using a Dapol Grand Parade model as the starting point. This one has been backdated into A1 condition by sanding off the super heater header covers from the smokebox and converting to right hand drive. Since I took the (bad!) photograph, I've noticed that I've not transplanted the reversing rods yet - I'll do this tomorrow. You can just see where I've filled and patch painted the boiler following the removal of the pipe from this side. Both locomotives will end up being lightly weathered, so hopefully this will get hidden. Both locomotives should really have large cutouts to the cab sides but I decided it was best to draw the line at that one (at least for the moment!). However, Hadley Wood will require several A1s and A3s and I've still got a few more to work through. Nearly all of these have been purchased as non-runners or assembled out of various spare parts acquired over a number of years. The total roster for Hadley Wood will ultimately total twelve of these locomotives (five, other than weathering are already available for service), all with subtle differences. The locomotive on the far left hand side is a Flying Scotsman that is being repaired and detailed for a friend.
  42. So, continuing the ‘Midland in...’ theme, I have now had a think about Bristol’s successor and here it is - Midland in Tewkesbury...! As you may be aware, if I had kept hold of Bristol then I would have made room for it by ‘plugging’ it in next to Midland in Birmingham (also known as Monk’s Gate/London/Nottingham. I confuse myself...). As Bristol is sold now, Tewks will plug in instead. It’s broadly based on and inspired by the little engine shed and line that carried further on down to the quay, weaving through various warehouses, maltings and other extremely photogenic buildings to be found on Google images. Here is a sketch plan - my first thoughts are that there is too much track but as it’s supposed to look cramped I think it will be ok, I’m just not convinced this is the final plan yet. And visually there’s not enough narrow ‘weaving’ of cobbled track going on through the warehouses. Anyway, without further a-do, here’s the plan... Your thoughts most welcome...
  43. 6 points
    Whilst the 14XX 0-4-2 is more closely associated with the last years of goods services to Kington and Presteigne, Dean Goods locos did once work through from Rhayader to Leominster, when the through route via Capel Bethesda, New Radnor and Kington was open. It seemed appropriate, therefore, to have an example on the roster for 'Bethesda Sidings', working the occasional goods train from Leominster and back. I am aware that much has been written about the Oxford Rail model, not all of it good and in truth, I probably wouldn't have bothered with a Dean Goods, had this RTR model not been available, but I had the opportunity to acquire one as a birthday present last year, so I thought I would. Whilst an etched kit or even a thorough upgrade of the old Mainline body might have 'put right' the various faults that some have pointed out, I decided that the model passed the Captain's 'Black 5' test (if it looks like a Black 5, then it must be a Black 5). I was fortunate to end up with a decent-running example in BR black and am happy to report that the gaps in my knowledge about the class mean that I am content enough to give it house room on the layout. I decided that my Dean Goods would be one of the last ones in BR service, namely 2538, which was allocated to 89A Oswestry prior to withdrawal on 31st May 1957. Although that date falls within my somewhat flexible operating period on 'Bethesda Sidings', I might perhaps pretend that it's usefulness on the Bethesda goods allowed it to survive a little longer. The loco is, of course, far too clean and needs weathering, before it can be put into service. Although I am normally happy to weather my own locos and stock, I decided that I would ask Tom Foster - https://tomfosterweathering.wordpress.com/ - to weather 2538, which would save me a lot of time and hopefully enable 2538 to be used on the layout at it's first booked show next year. I really like Tom's work and would recommend him to anyone wanting a good weathering job done. Before the loco could go off to Tom, though, I needed to do a small number of little jobs, namely make up and attach screw link couplings, fit the smokebox door plate and remove the moulded plastic cabside number plates and fit replacement brass ones, with the correct number on. Why do manufacturers think that it's clever to mould a number plate onto a cab side, by the way? The plates were supplied by the ever-helpful Brian Moseby at 247 developments: I attached the smokebox door number first. I wanted to try to see if I could have it standing slightly 'proud' of the smokebox door, as they do in reality, rather than gluing the number plate directly to the front of the loco, so I soldered a couple of 0.5mm p/b spigots to the back of the plate and glued them into some corresponding holes, drilled in the smokebox door, working from a photograph to ensure that it went at exactly the correct height (see photo below). I then had to remove the moulded cabside plates. This is the original (apologies for being slightly out of focus): I considered just gluing the new plate on top of the old one, but I felt it didn't lie flat enough: So, it was out with a curved scalpel blade (a brand new, very sharp one is required) and the old plates were carefully pared away: The new plates were then glued in place. Full marks to 247 Developments for getting the correct brown background colour, too: I had already made up the screw couplings (mainly Smiths, with a home-made brass 'dangling shackle' and Exactoscale steel end links. I use the overscale Smiths hooks, because they are much easier to use under exhibition conditions. The loco was finally reassembled and tested on the layout again. I had to remove one of the tender wheel sets, which had a back-to-back of 15mm (the rest of the wheels were the correct 14.5mm) and re-set the back-to-back. Here is the loco posing on 'Bethesda Sidings', before being sent off to Tom for weathering:
  44. I doubt Mr Bolton was wrong, just that the term "centrifugal force" is a contentious one in physics because the force in question is considered "fictitious", being due to frames of reference rather than an external influence like a magnetic field. Broadly, centrifugal force is the force you think you feel when you go around a corner - but it's just your body's natural inclination to want to keep going in a straight line. Centripetal force - which is real - is whatever force is applied (seat belts, car, friction of tyres on road) to prevent you going in a straight line. Al
  45. AY Mod

    DJM, the end.

    I was going to do some pruning but I think I'll just lock it off when we move onto the next phase once any Statement of Affairs gets published.
  46. Stonework almost complete here. This wall is loosely based on those at the approach to Glasgow Queen Street although they don’t have these vertical supports.
  47. This afternoon's photos come from Leicestershire and Rutland and feature railway structures along with closed railways. There is one photo with a train in it. Saxby Junction July 74 J3815 The site of the junction with the line to Bourne and the M&GNJt which went straight on while the line to Peterborough curves sharply to the right. Saxby view east July 74 J3814 Edmondthorpe and Wymondham view east from Saxby Road Sept 72 J3109.jpg If you look carefully you can see the remains of a windmill. Glaston tunnel MR near Wing April 73 J3178 Glaston Tunnel Manston to Kettering line ventilation shaft May 69 J1661.jpg Harringworth viaduct March 71 C5503 Luffenham Class 105 Peterborough to Leicester Aug 81 J7570.jpg David
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