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Showing content with the highest reputation since 05/04/19 in Blog Comments

  1. 11 points
    Boiler more or less done and some of the ‘sticky-uppy bits’ added. The gearbox under the boiler is clearly evident at the moment but should be hidden once the drivers and splashers are in place.
  2. 11 points
    Hi. This will probably be my last comment on this subject, as I have suffered enough high blood pressure when I've thought about it. As if by magic, this is what Waterman and his company have done to my £455.00 ; yes you did read correctly, attached is a scan of the cheque I've received of the Receivers of Just Like The Real Thing, for the princely sum of £0.47. So much for the empathy that Waterman says he has for all things railway !! Don't think I need to say any more................ So I won't.
  3. 10 points
    Hi Al, I do indeed Not a Buffalo, but a 2021 class saddle tank. I built it with a rigid chassis, which in retrospect was a mistake. All my other locos have sprung compensation and run much more smoothly because of it. The plan is to fit some Slater's sprung hornblocks, but I need to source some split coupling rods from somewhere. Hopefully it'll be ready for Telford!
  4. 10 points
    Well, I have an update. The fascia contains the lighting and forms a separate unit, it will sit on top of the layout. I also wanted it to hold the fiddle yard when transported or stored. The fiddle yard sits within a compartment on top of the fascia. It is retained by way of an interference fit and does not require any fastners. Rob.
  5. 9 points
    Thanks folks! I have these two shots of the front. It’s nearly done but you can see in the second image the Grange Road Bridge still needs painting, railings, weathering and setting in place.
  6. 9 points
    I'm pleased to report that wagon 60172 has been sent back to the Midlands and has returned to Sherton Abbas with a load Irritatingly one of the packing cases hasn't cast properly and has a flaw on it's side which I'll need to rectify! Why do I only notice these things after I've posted the picture
  7. 9 points
    That was taken at the west end of Burngullow sidings, at the old slurry loading area. This was abandoned in 1990 when it was replaced with the new slurry plant, which consisted of a covered slurry loading shed and a covered tank wagon washing shed. 'Images of Industrial & Narrow Gauge Railways - Cornwall' is a different book. Maurice produced another book titled Cornwall Narrow Gauge through the middleton press. You might be able to find a copy through amazon or ebay. With regards to how the dries operated, I have attached a photo of a scale drawing of a cross-section through a typical dry as a visual aid. As you can see, the dry was built into a hillside, with the settling tanks at a higher level on the right, and the tracks at a lower level on the left. This was not the absolute rule as some were built differently, and there were variations in the difference of height, but this is generally the way it was done. The area with the piled clay was known as the "linhay", pronounced linney, and the raised section beside it was known as the pan. The total section width of the building would typically be in the region of 35' to 55', with a total length (for standard gauge rail served kilns) of 210' to 350', however non rail served and narrow gauge served kilns were typically smaller, sometimes only 100' to 150' in length. The settling tanks "behind" the dry would be approx 7' deep, circa 40' wide, and as much as 100' in length, their length being perpendicular to the long axis of the dry. Note that "dry" and "kiln" can be used interchangeably, with their official name being "pan kiln". A "hypocaust" style heated floor ran the length of the dry, made up of brick flues on 18" centres spanned by special porous pan tiles - this was the "pan" and it would usually be some 9' to 18' in width, 18" to 24" in depth, and usually approx 12' shorter in length than the building. A furnace house at the "fire end" would consist of one grate per 4 flues, and this was usually housed in either a lean-to or gabled structure, it's floor often being level with the linhay floor, but sometimes slightly higher depending on the steepness of the hillside the dry was built on. At the opposite end was the chimney, generally 10 feet in width at the bottom, tapering to 5 feet at the top, and around 75' in total height, with two thirds of it's structure being of stone, one third brick. Between the chimney and the pan flues would be a damper, simply a large steel sheet operated by a lever or counterbalanced rope. The damper would be used to strike a balance between keeping heat in the pan and drawing draft for the fires. Too much damper and the fire burns weak, too little damper and you end up with entrained ash dropping out of suspension in the flues. A periodic maintenance task with dries was to lift up the pan tiles to shovel out ash, not a pleasant task. Clay slurry would be piped to the feed end of the settling tanks, which was the end furthest from the dry, and allowed to settle. The doorways between the settling tanks and the dry would be boarded with so called button boards, which possessed holes for placing corks. The cork holes would remain unplugged as the tank filled, allowing clarified water to flow out into the drain gutter inside the dry. As the tank filled, the cork 'buttons' would be placed in the holes, and so the next board up would allow the clear water to discharge, thus the tank would build with settled clay. Once this process finished, tracks in the settling tank allowed settled clay to be trammed into the dry from the settling tanks in the small wagon pictured in the diagram, which would be positioned on the travelling bridge and moved to the appropriate spot along the pan. Here it would be dumped out and allowed to dry. Moisture would typically be drawn through the pan tile, such that both steam and smoke emerged from the chimney. Once dry, the pan would be shovelled off into the linhay below, where it would sit in piles to await loading for onward transit. The drop-off between the linhay and the rails was usually known as the loading edge or wharf, and it's depth generally depended on the type of wagon or type of packaging being used. For instance with casks or bags, it was usually preferable to have a loading edge height of 4' above the railhead, as this put the linhay floor level with the wagon floor. But in the case of lump clay, a loading edge height of 6' to 7'6" was preferable, as this put the linhay floor level with the top of the wagon. By the 1930s many of these pan kilns had been adapted to work with filter presses. The process of shoveling wet clay into wagons and then tramming them into the dry was known as a "muck wagon kiln", but when a press was used they were known as "press kilns" or "press house kilns". These presses, usually a pair contained within a structure called the "press house" generally located centrally among the settling tanks and against the back wall of the dry, consisted of circa 100 approx 4' square cast iron recessed plates hung on an I-beam girder suspended between two cast iron bulkheads. The plates, dressed with filter cloths, would be mechanically or hydraulically pressed together to form a watertight seal. Clay slurry would then be pumped in to the press plates by electric centrifugal pumps from the settling tanks at pressure. Each plate had a hole in the centre through which the slurry could move from plate to plate until the entire press was full. Clay would then build up in the space between the two cloths as pressure increased, with filtered water on the other side of the cloth leaving the plate through drain holes at their bottom corners. Once pressure reached a certain point indicating that the press was full, the pump would be stopped and the feed valve closed. A drain valve would then be opened, allowing the unfiltered slurry in the centre of the press to escape and return to the settling tanks. Once this cycle had been completed, the press would be opened, and the "filter cakes" would be dropped down onto wagons waiting beneath the press. These wagons would be run inside the dry onto the traversing bridge and dumped onto the pan, with the cakes to be broken up into smaller lumps. The former doorways leading into each settling tank would be bricked up, and pipes would run from them inside the dry to bring settled clay to the press house. The clarified water would be skimmed from the tank using a contraption known as a "banjo", this consisted of a pipe in a T shape, with the head of the T having a slot through which water could enter. The banjo was fitted on a pivot so that it could be raised and lowered using a rope on a spool, and the operator would watch for the colour of the water exiting into the gutter to make sure he hadn't lowered it too far. Since the clay tended to settle uniformly across the floor of the settling tank, men would be tasked with "shyvering" or "poling" the tanks - this task involved using a long pole with a flat blade at the end to "push" the settled clay toward the drain. This was an arduous task which had to be conducted in all weathers. This settled clay was usually pumped to a smaller tank immediately next to the press house, and it was from this tank that the presses would draw their feed. Within the linhay, by the 1950s sometimes small front end loaders were employed. Usually this would be a Muir Hill LH1. Some dries had a conveyor belt bringing dried clay up to a bagging machine, which was a big hopper with a screw conveyor beneath it - a bag could be slid over the end of the screw conveyor, which could be run until the bag was full, greatly reducing the amount of time it took to shovel clay into a bag. This stuff is possibly a bit ahead of your intended era. I would strongly recommend looking into the Gothers Tramway (pictured below) and the Hendra Tramway, the details for which can be found in Maurice's books. The dry in the picture is 250' x 45', but a much smaller one existed at the Gothers complex a mere 150' x 38'. There were several rail served dries in the Bodmin area apart from just Wenford. You are correct that they are not well documented, but I do believe Maurice Dart mentions them in his East Cornwall Mineral Railways book.
  8. 9 points
    Ah yes, I had forgotten about those. Here is one of them:
  9. 8 points
    1920s aerial views of Cardiff's "timber quarter" - aka East Tyndall Street, home of timber importers galore, Robinson, David; John Bland; Alexander's to name but a few . The sidings at bottom left (in the first image) are Long Dyke Junc. and the GWR SWML is visible on the left. . Also in view, GKIS 'New Dowlais' Works, rebranded on nationalisation to BSC East Moors. . Brian R
  10. 8 points
    Just found this picture - taken at Westbury in 1978!
  11. 8 points
    Hi Mikkel, I'd forgotten all about this ! With my move earlier this year and other matters I've gone over to the dark side and am now building O Gauge locomotives ( which you probably already know about anyway ), the Dean Goods nearly completed, an Armstrong Goods part finished, a Mitchell 45xx kit being back dated to a 44xx class + other things relevant to my proposed Edwardian based layout. The Broad Gauge "bits" are still wrapped up in their boxes and as I'm totally involved with my new O Gauge layout and all that goes with it I very much doubt they will see the light off day for quite some time. Having read your post which detailed the use of various transfers on your lovely 4mm Dean Goods I gave Fox Transfers a ring today and can finally finish off the cab side lining, so thank you for helping indirectly, I've been searching for some 7mm transfers for ages and didn't realise they produced some. As a Sunday project I started to convert this die cast model to something more suitable to "plonk" on my layout... Dis-assembled and then primed... First coats applied... ( Sunday night ) And here we are as of this evening... Roughly assembled to get an overall idea of what it will finally look like. G
  12. 8 points
    In my case the whisky is often the cause of the modelling catastrophes, not part of the solution...
  13. 8 points
    Excellent news. Kindly enter the launch vehicle Mr Trump. Mr Johnson, yes you can bring your friends Jacob and Nigel with you .....
  14. 8 points
    The interior shot is especially evocative Andrew.
  15. 8 points
    I have to agree with TangoOscarMike, Compound, Jonboy et al. The buttons allow you to show your appreciation when you have nothing further to add. To me, they are better than Plonker123 quoting a long post and then saying "wow!!", meaning I have scrolled through half a page of repeated text, for nothing, whilst clogging up the system. The likes are also directly attached to the post in question. When you consider the ramblings of Castle Aching and Tony Wright's threads, and many others, I suppose you need to quote something, otherwise a comment without context would be meaningless, but when I do this I try to edit out as much as possible of the original text to keep things concise. I suspect things are different on Facebook etc.
  16. 8 points
    Well, its a rather rough thing. The gearmotors are I think for model boats, the rest is bits box. It must be about 20 years old, I might have a go at a new one with some of these good gearmotors from china. The hollow pivot shaft of the derrick is the bit of brass just protruding from the black gear.
  17. 8 points
    Dave hopefully I've uploaded the photo correctly. Here are the sides exactly as returned from Slaters, what do you think? Malcolm
  18. 8 points
    As I recall, you can fool some of the people all of the time ... Well done.
  19. 7 points
    A midnight raid of the sewing box secured some more thread, I hope Stubby approves of the additional rope! Reprimands have been sent to all the goods porters involved and assurances have been provided that it won't happen again
  20. 7 points
    Hi Russ, Yes "Sherton Abbas" although fictitious is set in Dorset. I took the name from Thomas Hardy's Wessex novels and is what he renamed Sherbourne. Here's a map that I found online, so hopefully is in the public domain. Thanks Russ! There are some rather nice wagon loads drying on the work bench as we speak
  21. 7 points
    There is a sketch in Bradley’s book, perhaps the same as you used. When the SER became independant of the Croydon and Brighton loco committee, they went through a phase of long boiler engines, and this one was part of the goods design in 1845, six from Nasymth, 95-100, and four from Tayleur, 119-122. The Canterbury and Whitstable had opened with stationary engine haulage for most of the length, which proved unsatisfactory, and the line was taken over by the SER and rebuilt for loco haulage throughout. 120 and 121 went to work the section. All the class had boiler rebuilds later on, 121 wasn’t scrapped til 1883, when it was working at .
  22. 7 points
    I built a High Level chassis (in EM for Pendon, body by Guy Williams) for a pannier and can say it went together very well indeed. Dave.
  23. 7 points
    Rod and I are very grateful to CK for his splendid efforts in bog making. It's a splendid rendition which has captured the look of the small building albeit rather ornate with the lovely cupola. It is believed that it's now used as an S & T store. The stops from Mike Franks are a delight and Tim's weathering is excellent. CK to the rescue as time was rapidly running out before S4um! Still a mountain of work to be done!
  24. 7 points
    Perhaps they 'liked' it ironically? Interesting and much in what you say. It's preferable to post a comment, but, realistically, there is not always the time to do so. Further, some content that I like or find skillful lies outside my areas of main interest or knowledge and, really, I wouldn't have anything of value to contribute! Simply replying "wow!" each time would just be a long-hand version of the like button! What you did not mention is the addictive endorphin release of social media approbation, to which our 'like' buttons are cousins, and which is another negative effect and a distraction from modelling and proper critical evaluation. That said, there is an upside, too, as some of us gain much needed confidence and encouragement from ratings. It is sometimes hard to judge one's own work, but ratings can let you see when you do, or do not quite, hit the spot. There again, however, comments are of even greater value, and I'd have to agree with you that the ratings buttons can breed a laziness of response, but at least they're a response!
  25. 7 points
    I used a custom mix of vallejo model air. I based it on this photo: Although to be honest I think I probably could've added a little more red. It won't really matter too much once it's weathered though. The colour reminds me a lot of the Elgin Joliet & Eastern's orange, so if you wanted an off-the-shelf paint rather than mixing your own, I'd see if I could find some EJ&E orange. If you're doing a Denise conversion, then you might also want to know that she had two colour schemes in her lifetime, and three distinct phases. My model represents her in the original livery, which was quite a bright orange with yellow stepwells. This livery originated from British Steel who were the original owners, ECC simply kept the colour scheme when they took delivery in 1970, from which point she worked at Rocks dryers. At this stage she was still fitted with vacuum brake equipment, although I think the orange ECC used was a bit redder than the orange BSC used. In 1987 she was refitted with air brake equipment in a cabinet on the left hand side to deal with the new CDA wagons (which also allowed her to handle larger air braked bogie wagons like Polybulks) the exhaust stack extended off to the right hand side to direct diesel exhaust away from the linhay, a warning light was added to the rear of the cab, and the "Denise" name plates were also added at this time. At this point her paint was starting to look a bit tatty in places. Sometime in the 1990s, Denise was restored in preparation for her move to Crugwallins siding at Burngullow Dryer. This included a repaint into an ochre orange colour (Reefer Orange would be a very close match), the stepwells and edges of the bufferbeams were changed from yellow to black, and the exhaust extension was removed. This was the final time she was out-shopped, she stayed here until Burngullow Dryer shut down sometime around 2008/9. She was then moved to Burngullow sidings at the disused Blackpool Dryers complex, where she was briefly used to move tiger wagons around the sidings as they were being cut up. This was around the time Kernow Model Centre visited to scan the wagons. After this she was moved under the linhay awning, which kept her out of the weather, but she was still exposed to vandals who added some graffiti and broke a couple of windows. There she sat for a couple years until she was removed to the Bodmin & Wenford. By this time the ochre orange paint was peeling off to reveal the original orange, and the B&W used this paint to create a "match" so her restored condition should be fairly close to her first paint scheme, minus clay and fading. The addition of the blue ECLP roundel and "Western Excavating (ECC) LTD Telephone Nanpean 822695" is pure fantasy, as is the "Sentinel" badge which she never carried in operation. BTW I have absolutely no idea where any of these images came from or who took them, none of them are mine, they're just pictures I've had in my archive for a while, so if you're the owner I apologise for using your photo without giving credit.
  26. 7 points
    Brilliant! And educational! Somewhat tangentially I am reminded of Trumpton and Miss Lovelace in particular: Have you thought about animation? Netflix might come a-knocking...
  27. 7 points
    Here's the example on Mutton. More 'look and feel' as opposed to prototypical. They do add to the overall scene. Now, loading gauges.......... Rob.
  28. 7 points
    Dave, I've found the one ( just one so far ! ) that I made about 6 months ago after looking at the Appreciation website and came up with this.... I just need to build the layout to plonk it on now ! G
  29. 7 points
    Thanks for the kind words Pete. Yes that is the trusty Sketchup. I've found it an indispensable aid. One of the things I'd been doing with it is, in the hopes I might teach myself ECC's tricks, using it to model real life buildings from various works, with a combination of measuring satellite images and scaling from reference photos. Some very interesting things happen when you do this: if you have one dimension that is "off", it could be the height of a doorway or the pitch of a roof, it will throw everything else out of whack until you trace back to the root error. You know you have gotten the measurements right when everything just falls into place and the model matches the photos. Also, after you've done this a few times, as I had hoped, you begin to get acquainted with the design ethos of ECC's engineers. You get to learn how they liked to prepare a loading edge, where they liked to put doorways, how they made use of different materials and why, and where they like to put little ancillary buildings. You can see the ergonomic "flow" of a building in a way that you can't really appreciate from site visits or just looking at still photos. The only other way to attain this kind of knowledge, I'd imagine, is to work at one of these sites, or possibly be an ECC engineer yourself. It's also given me a stock of great reference material for esoteric questions like "what is the radius of an industrial downspout?". It sounds arbitrary, but get these small details wrong and the eye has a way of picking up on it.
  30. 6 points
    Mikkel;- Another one right up your alley. Reprocessed film from 1901. It's so good it's spooky. Great detail of the dress of working people in northern England in 1901. It's like looking through a time-travellers wormhole back a hundred and thirty years..... It's strangely addictive....
  31. 6 points
    Paris, about 1890 - another amazing restoration. Sharpness, speed corrected, colour and sound added. Almost spooky.... Anyway - lots of horses...!
  32. 6 points
    My good man, the GWR does not do bumps.
  33. 6 points
  34. 6 points
    This is a photo, or rather a rather poor marriage of a couple of photos, of a membership certificate from the London Carmen's Trades Union. It was presented to one of my wife's relatives in 1895 and is now with another relative who is a retired union general secretary. It is interesting in that it shows several of the carman's tasks, not just driving the car/cart but mucking out, harnessing etc. It is a large document - almost A2 to my recollection.
  35. 6 points
    Miss it? I'm still up to my knees in it. I'm actually 4 degrees further north than I was in London ON, but the snow amount here is about the same.
  36. 6 points
    I have had a look in the books and found a bit of info on this. Rather than shifts, horses were "resting" - though what this exactly entails is still not clear to me. According to Tony Atkins "GWR Goods Cartage Vol 1", a GWR report of 1869 found that the GWR had an average of 7½% of its horse stock "resting". This was critiqued as being lower than other companies (a private cartage agency is quoted as having 29% resting at this time). In Janet Russel's "GWR Horsepower" these figures are given for selected London stables in 1877: And here again at a much later date when the GWR had started doing more cartage of its own, and greatly increased the number of horses. No date but from the wording of the text it sounds like the 1920s (edit: just found the same numbers quoted in Atkinson, he says the following is "just before WW1"). There is a now a "sick" category, but the number of resting horses is quite low. Returning to Chris' question about number of horsedrawn vehicles, I have oddly not been able so far to find any data on this for particular goods yards. However, as the years pass by Farthing is slowly growing in my mind, from a medium sized junction station to a fairly large one. So I hope there will be room for a few more horsedrawn vehicles. If not, I'll have to invent some sort of special industry as an excuse - such as the Witney blanket industry: http://witneyblanketstory.org.uk/WBP.asp?navigationPage=Transport https://www.steampicturelibrary.com/stations-halts/london-stations-paddington-station/paddington-goods-depot-6300310.html
  37. 6 points
    But..(there’s always a but), they eventually offered him the post of General Manager and he turned it down to do teacher training! Thus I had a dad who could have brought me home a new train set every week but instead ended up being headmaster of my primary school! Life can be cruel like that...!
  38. 6 points
    Here she is, earning her keep on South Pelaw this afternoon.
  39. 6 points
    Safety of a sort Mikkel. These boxes had a small timber built toilet at the back. I don't have a good photo of the real one, but this is based on the drawing and some photos of other boxes. That determined the position of the internal door. The roof is paper slates cut by silhouette with flashings from the type of self adhesive lead foil that anglers use for weighting flies.
  40. 6 points
    When providing images for a magazine we photographed Alloa with among other things a low angle lens with a min aperture of f43. This was used for close ups but also allowed good depth of field but actually worked too well at times with the very long exposures giving clarity to a bus win an over bridge 30 feet away making the picture look unrealistic! Cameras were Nikon bodies and all lenses Nikon but Canon Fuji or any of the other big names will all do similar lenses. We were fortunate in that we had access to the camera bodies and hired the special lense needed which cost wise was surprisingly reasonable. However..a decent camera phone will often give you exactly what you want without any of the expense and it can be slotted into areas where a dslr wont fit. Nikon D90 and stock short zoom f22 @ 0.5 sec showing reasonable dof. Again Nikon body but at f29 @ 6.5 secs. Layout is 34ft long and far end in pic close to 30feet. Finally a pic using the iphone and not even my later iphone X with the better camera but a 5S. The ability to get the phone into places where the big cameras can't go is a huge advantage as is its ability to auto compensate for low light and gives decent dof as long as you hold it steady.
  41. 6 points
    rather than having a second model on the go to trial your paint, varnish, etc., use a beer can. If it's full at the beginning, and you get a successful outcome, you can open it to celebrate. If unsuccessful, well, open it to commiserate.
  42. 6 points
    The problem with having this attitude is that trains do not exist in a vacuum, and if you become too narrowly focused on them, you just end up with yet another peco-on-plywood. If that's what you're happy with then by all means don't let anyone stop you, but this post or indeed really anything I've ever posted on RMweb aren't really aimed at those people. The fact is that (some) people care enough about structures not to put an LMS signal box on a GWR layout, and they care about scale enough to want platforms that match realistic train lengths. If you ignore the interplay between structures and trains, what operational interest do you really even have? Trains have to come from and go to somewhere... unless you're content to watch a roundy roundy. Now personally, I suspect that the real reason for the lack of good representations of the trackside element of the china clay industry is entirely down to the lack of good reference material on the subject, and very little else. If you want to know how long and wide the average station platform is, or find drawings for a standard GWR signal box, guaranteed you can find that information in more than one book. But to the best of my knowledge there is no single source for similar information as it relates to china clay trains. The whole point of my efforts on RMweb have been to try to provide some of this information, but maybe I really should just take it a step further and publish a book, both in print and as an e-book. That way the info is there for those who want it, and those who don't give a toss can simply give it a miss and carry on.
  43. 6 points
    Yes they did. The 3' gauge steam worked Gothers Tramway brought clay from the dries at the Gothers works to a loading wharf along a section of the St Dennis branch back when it used to connect with the Newquay branch. The 2' gauge Simplex diesel worked Hendra Light Railway brought clay in Hudson/Jubilee type skips from the dry at the edge of New Hendra pit to the Quarry Close loading wharf siding on the St Dennis branch just west of Nanpean wharf. There were also many loading wharves, with at least one on every clay branch in Cornwall. These were basically just platforms built to around 4' to 6' above railhead, and allowed clay to be brought a short distance by road from smaller drys that lacked their own siding. When I say smaller drys, I mean some were really small. The absolute smallest I've seen was a building just 100' long, and 30' deep, with a single settling tank to the rear, and internally a drying pan a mere 9 feet in width and 80 feet in length. This is roughly 50% of the size of the smallest directly rail served dries. A layout built around this operation would be able to fit into a small space indeed, and would also have additional operational interest in the form of public goods, coal, and timber.
  44. 6 points
    I wonder if the OP remembers, many years ago, a thread on this very forum where people moaned about how folks would post "me too" in response to someone saying how they liked something. That was before the like etc. buttons were added and you'd get a whole list of people saying nothing worthwhile but who were showing their appreciation for the poster's work and them having taken the time to post it. You can't please everyone... The OP's argument here is that these buttons are taking away conversation but I don't think that's true. I don't think that if those buttons were taken away that my threads would be full of conversation; I just think that they would be still as empty but I would have no idea if anyone appreciated anything I was posting and so I wouldn't bother posting them at all.
  45. 6 points
    Which is precisely why the facility was brought in to RMweb. I didn't like the plain singular 'Like' function though so I bought and adapted a modification script which enabled different types of reactions to be made (a long, long time before Facebook had such), a 'Like' isn't particularly appropriate when someone's said their dog has died for instance. We used to have a Disagree button but that was just abused, often by those with an agenda - so it was scrapped. It's fine to disagree but that is better done by the use of words so the context can be seen. My pet hate was someone who'd spend an hour in the middle of the night replying to topics, often old ones, just saying '"wow" or "nice work" creating a long list of inconsequential entries in VNC, once you'd seen a couple the rest would be ignored so it was pretty self-defeating. As you say the reaction is attributed to the post so reduces the irrelevance of quoting a year-old post and saying they agree - that part of the conversation left a long time ago. It was also aimed to reduce the volume of posts we used to experience, part of managing the size of the site.
  46. 6 points
    Very nice Captain. For all it's faults, I agree that the critique of this model ended up going too far. You have to look for the potential in a model, not just the errors. Did I understand your Black 5 test right? If a Dean Goods looks like a Black 5, then is must be a Dean Goods?
  47. 6 points
    I'd better crack on and get it finished by the end of August then! :-) Excellent! looking forward to seeing some finished pics! Thanks Duncan! Until then here's one built from the same kit by Fred Lewis, I'm sure he wouldn't mind me posting a picture of it here What a beauty, I shall be very pleased if mine turns out so well! Fred Lewis River class
  48. 6 points
    Miss Havisham strikes me as “no better than she should be” and a rather flighty piece. Where will it all end, they’ll be wanting the bloody vote next! Disgruntled of Sherton Abbas
  49. 6 points
    I basked in momentary fame last year - http://www.telegraphpoleappreciationsociety.org/west-somerset-poles/
  50. 6 points
    Welcome to the backstreet world of Wolverhampton's foundries. Qualcast was just the other side of the steel mill sitting beneath both sides of the Stour Valley line. The lineage of the business is well described here http://www.historywebsite.co.uk/Museum/OtherTrades/CraneFoundry/Foundry.htm and it's then apparent it's more to do with safes, stoves and tractor bits than cutting grass. And all that got flattened just over ten years ago. A shame.
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